MASTER 
NEGATIVE 

NO.  95-82324- 12 


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Author: 


Chicago  (III.). 
Council. 

Title: 

Report  on  the  engineering 
and  operating  features... 

Place: 

Chicago 

Date: 

1902 


MASTER  NEGATIVE  # 


COLUMBIA  UNIVERSITY  LIBRARIES 
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Arndd,  Bion  Joseph,  1861- 

Keport  on  tlie  engineering  and  operating  features  of  the 
Cliicago  transportation  problem,  submitted  to  the  Committee 
on  local  transportation  of  the  Chicago  City  council.  By  Bion 
Joseph  Arnold  ...  Chicago.  November  1902.  New  -¥iiik| 
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on  local  transportation. 


Library  of  Congress 


I.  Chicago.  CttycounclL  Committee 


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Arnold 5  Bion  Joseph 


REPORT  ON  THE  ENGINEERING  AND  OPERATING 
FEATURES  OF  THE  CHICAGO  TRANSPORTATION 
PROBLEM. • • 


Columbia  <Hnitif wfttp 


THE  UBRARIES 


SCHOOL  OF  BUSINESS 


I.*  I 

V 

I 


;•  r 


•* 


REPORT 

ON  THE 

ENGINEERING  AND  OPERAT- 
ING FEATURES 

OF  THE 

CHICAGO 
TRANSPORTATION  PROBLEM 

SUBMITTED  TO 

THE  COMMITTEE  ON  LOCAL  TRANSPORTATION  OF 

THE  CHICAGO  CITY  COUNCIL. 

BY 

BION  J08SPH  ARNOLrD.  M.  S.,  M.  Ph.,  E.  E. 

Chicago. 

NOVKMBER,  1902. 


ID 
09 


en 

S  CONTENTS 


Page. 

Ordinance  Authorizing  the  Execution  of  a  Contract  for  Expert 

Services   7 

Contract  Between  the  City  of  Chicago  and  Bion  J.  Arnold   9 

Names  of  Members  of  the  Committee  on  Local  Transportation  of 

the  City  Council  of  the  City  of  Chicago   \,, ,  J 2 

Letter  of  Transmittal    L3 

Summary  of  Conclusions  and  Recommendations   17 

TEXT  OF  REPORT. 

Part     I.   General  Discussion  of  Street  Railway  Systans  and  Con- 
ditions Governing  Them    23 

Part   II.   Inadequacy  of  Present  Terminals  and  Service  With 

Recommendations  for  Improvement  Under  Divi- 
sional Ownership    31 

Part  III.  Growth  of  Population  and  Development  of  the  Trans- 
portation Business,  with  a  Discussion  of  Probable 
Future  Increase  and  an  Analysis  of  Capitalization 
and  Financial  Results  Obtained  in  Past  Operation . .  55 
Part  IV.  Through  Routes,  Universal  Transfers,  and  the  One- 
City-One-Fare  Question    107 

Part    V.   Discussion  of  a  New,  Reorganized  and  Unified  System 

of  Street  Railways  for  Chicago   115 

Part  VI.    Technical  Problems,  Valuations  and  Estimates   133 

Chapt#  I.    Subways   133 

"      2.   Electric  Conduit  System   156 

"       3.    Electrolysis   160 

"       4.    Union  Elevated  Loop   162 

"      5.   Track  Rails  and  Track  Construction   169^ 

"      6.    Unit  Price  Estimates    182 

"       7.    Valuation  Estimates    196 

"       8.    Valuation  of  Lines  Under  Expiring  Grants  205 

"      9.   Cost  Estimates  231 

APPENDICES. 

Appendix  A — Present  Routes,  Length  of  Round  Trip,  Time  and 

Maximum  Number  of  Cars  Operated  by  the  Chi- 
cago Union  Traction  Company   241 

Appendix  B — Present  Loops,  Length  of  Round  Trips,  Tmie  and 

Maximum  Number  of  Cars  Operated  by  the  Chi- 
cago City  Railway  Company   255 

3 


4 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Page. 

Am)endix  C— ReccMiimended  Routes  for  the  Operation  of  Cars  Un- 
der Unification  of  Ownership  of  the  Chicago  City 
Railway  Company  and  the  Chicago  Union  Trac- 
tion Company    256 

Appendix  D— Recommended  Routes  in  Business  District  for  the  Op- 
eration of  Cars  Under  Divisional  Ownership  with 
Joint  Use  of  Tracks,  as  Shown  on  Map  No.  3  259 

Appendix  E— Schedule  Showing  Points  at  Which  Transfers  Are  Is- 
sued and  Received  by  the  Chicago  City  Railway 
Company   261 

Appendix  F— Schedule  Showing  Points  at  Which  Tr^sfers  Are  Is- 

sued  and  Received  by  Chicago  Union  Traction  Com- 
pany  •  •  •;  •  •• 

Appendix  G— Streets  on  Which  1  -acks  of  Chicago  City  Railway  Are 

Laid  and  Distances  in  Feet  of  Street  and  Single 
Track  •  

Appendix  H— Streets  on  Which  Tracks  of  the  Chicago  Union  Trac- 
tion Company  Are  Laid  and  Distances  m  Feet  of 
Street  and  Single  Track  A*  * ' ' ; " '  j 

Appendix  I— Streets  on  Which  Tracks  of  the  Chicago  Consolidated 

Traction  Company  Are  Laid  and  Distances  m  Feet 
of  Street  and  Single  Track  ^5 

Appendix  J— Streets  Recommended  on  Which  to  Construct  Tracks 

in  the  Creation  of  the  System  Outlined  in  Part  5, 
Showing  Mileage  of  Street,  T>'pe  of  Track  and 
Amount  in  Feet  and  Miles,  Giving  Amount  to  Be 
Constructed  in  Subwavs  and  Amount  of  Under- 

m ground  Conduit  Type  for  Terminals  and  Distribu- 
ting  System  in  Business  Center.   296 

Numbered  from  i  to  15,  inclusive,  following  Index. 

Typical  Cross  Section  of  Double  Track  Subway  in  80  Foot 

'  Street  Over  Large  Tunnel.  ^     „  ^  , 

Typical  Subway  in  66  Foot  Street  over  Small  Tunnel. 
Typical  Subwav  in  80  Foot  Street  at  Station  Point. 
Typical  Plan  of  Station  Entranci^s  on  Subway  Str^s. 
T'ypical  Plan  of  Station  Entrances  on  Intersectmg  Strecte. 
TVpical  Longitudinal  Section  Through  Subway  Station 
Typical  Cross  Section  of  Single  Track  Subway  m  Wabash  Ave- 
nue for  Ascent  to  Elevated  Structure. 
Typical  Plan  Showing  Method  of  Passmg  Wires  Under  Sta- 

tion  Platforms.  t       t      1  o  u 

Typical  Station  at  Intersection  of  High  and  Low  Level  Sub- 

Typkal  Underground  Conduit  Railway  Construction. 


No. 

I. 

No. 

2. 

No. 

3- 

No. 

4- 

No. 

5. 

No. 

6. 

No, 

7- 

No. 

8. 

No. 

9- 

No. 

10. 

CONTENTS 


No.  II.    Typical  Underground  Conduit  Railway  Construction,  Showing 

Detail  of  Manholes.  . 
No   12.    Comparative  Population  Curves  of  Diflferent  Cities. 
No.  13.    Curves  of  Population  Increase  and  Yearly  Rate  of  Decrease  ot 

Rate  of  Increase. 

No  14.  Curves  Showing  Future  Population  of  Chicago  and  Gross  Pas- 
senger Receipts,  Covering  a  Period  of  52  Years  from  Jan- 
uary 1st,  1900.  r       C    4.  ( 

No.  15.  Curves  Showing  Future  Operating  Expenses  of  a  bystem  01 
Street  Railways  for  Chicago  Capable  of  Earning  the  Gross 
Receipts  Shown  on  Plate  14. 

MAPS. 

Numbered  i  to  14,  inclusive,  in  Supplement  Separately  Bound. 

No.    I.    Present  Tracks  in  Business  District. 

No.   2.   Re-arrangement  of  Down-Town  Surface  Terminal  Loop  I  racks 
(Independent  Loops).  ^      .    ,t       ^  \ 

No.    3.    Re-arrangement  of  Down-Town  Surface  Terminal  Loop  Tracks 
(Joint  Use  of  Tracks). 
.  No.   4.    Present  Routing  of  Cars  on  All  Streets. 

No    5     Subway  Routes  of  High  and  Low  Level  Subway,  Plan  No.  2. 

No    6    Location  of  Present  Cars  at  Time  of  Maximum  Operation. 

No    7     Population  Distribution  and  Density  of  the  City  of  Chicago. 

No    8    Recommended  Routing  of  Cars  Under  New  and  Ideal  System. 

No.   9.   Location  of  Cars  at  Time  of  Maximum  Operation  on  Recom- 
mended Routing. 

No.  10.    Suggested  Surface  Terminals  to  Be  Considered  in  Connection 

With  Subway  Plan  No.  i. 
No  II.    Subway  Routes  of  High  Level  Subway,  Plan  No.  i. 
No.  12.    Subway  Map  and  Profiles  of  High  Level  Subway,  Plan  No.  i. 
No.  13.    Suggested  Plan  No.  i  for  Re-arrangement  of  Union  Loop. 
No!  14.    Suggested  Plan  No.  2  for  Re-arrangement  of  Union  Loop. 


OBDINANCE  OF  THE  CITY  OF  CHICAGO  AUTHOBIZINO 

THE  EXECUTION  OF  A  CONTBACT  FOB 
EXPERT  SEBVICES. 


(Passed  by  the  City  Council  May  26,  1902.) 

Be  it  ordained  by  the  City  Council  of  the  City  of  Chicago: 

Section  i.  That  the  Mayor  and  City  Comptroller  be  and  they  are  hereby 
authorized  to  make  and  execute  a  contract  with  B.  J.  Arnold  for  the  rendering  by 
said  Arnold  of  such  services  as  may  be  required  by  the  Local  Transportation 
Committee  of  the  City  Council,  as  expert  engineer,  in  procuring  information  and 
furnishing  estimates  and  opinions  and  in  the  preparation  of  a  general  report  for 
said  Committee  in  relation  to  the  cost  of  operation  and  earnings  of  any  traction 
company  or  companies,  the  capitalization  of  existing  companies,  all  financial  and 
scientific  facts,  practical  matters,  and  statistics  in  relation  to  the  same,  valuation  of 
existing  traction  plants,  cost  of  new  system,  estimate  of  earnings  of  new  system, 
designs  for  rails  or  any  other  part  of  the  equipment  of  traction  companies,  and  such 
other  matters  as  may  pertain  to  the  work  of  said  Committee;  also  in  aiding  said 
Committee  as  such  expert  engineer,  in  such  ways  as  said  Committee  may  deem 
advisable.  The  compensation  for  all  services  rendered  under  said  contract  shall 
not  exceed  the  sum  of  ten  thousand  ($10,000.00)  dollars.  The  time  for  the  com- 
pletion of  said  work  and  the  time  and  mode  of  payment  of  said  compensation  shall 
be  arranged  and  provided  for  in  said  contract  as  the  Mayor  and  Comptroller 
may  deem  best. 

Section  2.  This  ordinance  shall  take  effect  and  be  in  force  from  and  after  its 
passage. 


t 


CONTRACT  FOR  EXPERT  SERVICES  BETWEEN  THE 
CITY  OF  CfflCAQO  AND  BION  J.  ARNOLD, 


AGREEMENT  Made  between  BION  J.  ARNOLD,  party  of  the  first  part,  and 
the  CITY  OF  CHICAGO,  party  of  the  second  part,  in  consideration  of  the 
mutual  promises  of  the  parties,  WITNESSETH  :— 

I.  Said  Arnold  agrees  to  render  to  the  CITY  OF  CHICAGO  such  services 
ms  may  be  required  by  the  Local  Transportation  Committee  of  the  City  Council,  as 
eacpiert  engineer  so  far  as  may  be  necessary  in  procuring  information  and  furnish- 
ing estimates,  designs,  plans,  appraisals  and  opinions  in  all  miatters  connected  with 
the  existing  or  possible  traction  companies,  and  in  the  preparation  of  a  general 
report  for  said  Committee  in  relation  to  the  cost  of  operation  and  earnings  of  any 
Traction  Company  or  Traction  Companies,  the  capitalization  of  existing  com- 
panies, all  financial  and  scientific  facts,  theoretical  and  practical  matters  and  statis- 
tics in  relation  to  the  same  for  the  accomplishment  of  the  following  results: 

(a)  To  make  a  valuation  of  present  plants; 

(b)  To  make  estimate  of  cost  of  production  of  new  system  adequate  to  serve 
the  public  and  designed  along  the  lines  of  the  best  practice  in  vogue ; 

(c)  To  make  estimate  of  net  earnings  to  be  derived  from  the  operation  of 
such  new  system  based  on  present  business,  with  estimate  of  probable  increase  in 
business  in  periods  of  five  (5)  years  formulated  from  past  performances,  from 
which  rates  of  compensation  or  adjustment  of  rates  of  fares  can  be  computed; 

(d)  To  make  estimate  of  passengers  carried  during  different,  hours  of  the 
day  for  the  purpose  of  computing  compensation ; 

(e)  To  make  a  report,  based  upon  the  best  information  he  can  secure,  on 
rates  of  wages  paid  and  rules  and  regulations  under  which  employes  are  at  pres- 
ent working,  with  recommendations  for  changes  or  concessions  which  it  would  be 
practicable  for  the  companies  to  make  should  a  demand  for  changes  or  conces- 
sions be  made  and  the  matter  be  brought  before  the  Committee,  and  for  the  use 
of  the  Committee  should  it  desire  to  embody  in  its  Rc^rt  to  the  Council  any 
material  on  this  question; 

(f)  To  submit  a  design  for  rails  for  future  use  which  will  best  protect  the 
street  pavement,  and  which  will  be  practicable  for  the  operation  of  cars  under 
Chicago  conditions,  presenting  arguments  supporting  such  design  and  also  pre- 
senting draft  of  rails  adopted  in  other  cities  after  investigation  by  municipal 
authorities,  such  investigations  being  brought  about  from  similar  causes  as  obtain 
in  Chicago; 

(g)  To  report  on  the  feasibility  and  desirability  of  an  underground  conduit 
system  in  the  down-town  district,  and  on  all  trunk  lines,  within  prescribed  limits, 
with  proper  arrangements  for  transferring  from  underground  to  overhead  trolley 
and  vice  versa  without  any  disarrangement  of  the  required  headway  of  cars  in 
either  trunk  or  branch  lines; 

9 


(!i)    To  estimate  the  cost  of  constructing  and  operating  a  conduit  system; 

(i)  To  re-route  the  present  lines  outside  of  the  business  district  so  as  to 
obtain  in  the  best  manner  the  very  best  transportation  facilities  to  the  patrons  of 
such  lines,  maps  to  be  prepared  which  will  graphically  display  the  re-routing; 

(j)  To  make  statements  showing  wherein  the  present  system  is  inadequate, 
the  causes  for  it,  the  maximum  capacity  of  the  present  terminals  in  the  business 
center; 

(k)  To  furnish  maps  showing  the  present  arrangements  of  terminal  .fodlities 
in  the  business  center  and  recommendations  for  a  rearrai^^ent  of  tadlifi^ss  to 
best  serve  the  purposes,  and  showing  tracks  which  it  would  be  advisable  to 
abandon,  and  trades  necessary  to  construct,  eliminating  grade  crossings,  and  pro- 
viding for  the  operation  of  through  lines  between  the  North  and  South  sides  of 
the  City  through  the  business  center  and  in  conjunction  with  the  loop  terminals 
from  an  divisions; 

(1)  To  furnish  prdtminary  plans  for  a  system  of  subways  in  the  business 
centei^  which,  coupled  with  the  surface  system  of  terminal  ladltties  or  operated 
ind^endcntly  and  without  such  surface  system,  will  adequately  accommodate  the 
travdiflg  public,  provide  for  an  increase  of  traffic  in  the  years  to  come,  relieve  the 
congested  condition  and  create  a  much  larger  area  available  for  use  bgr  all^  lines 
of  httsiiiess;  these  plans  to  show  a  feasible  di^[K>sition  of  all  existing  undergromid 
tmpfovements,  so  disposed  of  as  to  permit  of  easy  access  for  future  repairs, 
renenmls  and  reinforcements  without  disturbii^;  the  street  sur^e; 

(m)  To  show  the  necessity  for  and  the  entire  practicability^  of  the  abandon- 
ment of  fhe  iwactice  of  cqterating  cars  in  trains  a^d  substituting  therefor  single  cars ; 

(n)  To  rqx>rt  on  a  universal  system  of  transfers ; 

(o)  To  stand  in  readiness  to  attend  personally  or  by  a  competent  representa- 
tive any  meetings  of  the  Committee  at  all  times ; 

(p)  To  verbally  rqport  on  any  question  arising,  not  covered  in  the  for^oii^ 
and  pertaining  to  transportation  and  constructicm  matters,  and  to  act  as  engineer 
in  a  consulting  and  advisory  capacity  when  any  questimi  may  come  before  the 
C6m(mittee  or  be  submitted  to  it  during  the  continuance  of  this  Contract; 

(q)  To  make  an  estimate  of  the  value  of  all  lines  the  franchises  of  which  do 
not  expire  in  1903 ; 

(r)  To  report  on  the  relative  merit  of  through  routes  as  against  downtown 
terminals ; 

(s)  To  report  on  joint  use  of  tracks  whenever  such  joint  use  may  be  neces- 
sary in  his  judgment; 

(t)  To  report  on  the  feasibility  and  cost  of  transforming  the  present  cable 
lines  into  underground  electric  systems ; 

(u)    To  report  on  the  rearrangement  of  the  Union  Loop; 

(v)    To  report  on  a  plan  for  the  prevention  of  electrolysis ; 

(w)  To  provide  an  estimate  for  laying  cement  road  bed  for  street  car  tracks 
and  report  on  the  advisability  thereof. 

2.  In  consideration  of  the  performance  by  said  ARNOLD  of  the  foregoing 
services,  the  CITY  OF  CHICAGO  agrees  to  pay  to  said  ARNOLD  the  sum  of  Ten 
Thousand  ($10,000)  Dollars  after  the  completion  of  all  the  work  done  hereunder 
and  the  acceptance  thereof  by  the  Chairman  of  the  Committee  on  Local  Trans- 
portation. 

3.  In  case  the  progress  and  character  of  the  work  done  by  said  ARNOLD 
hereunder  is  satisfactory  to  the  Chairman  of  the  Committee  on  Local  Transporta- 
tion, said  ARNOLD  may  be  paid  not  to  exceed  Two  Thousand  ($2,000)  Dollars  a 
month  for  the  first  four  (4)  months  of  this  contract.  One  Thousand  ($1,000) 


10 


Dollars  on  the  completion  and  delivery  of  the  main  report  and  the  entire  balance 
due  under  this  contract  not  later  than  July  i,  1903. 

4.  Said  contract  shall  be  in  force  from  the  date  of  its  execution  until  the  first 
day  of  July,  A.  D.  1903,  unless  terminated  earlier  by  a  vote  of  the  majority  of  the 
Local  Transportation  Committee.  All  payments  shall  be  made  on  vouchers 
approved  by  the  Chairman  of  said  Committee. 

IN  WITNESS  WHEREOF,  The  said  Bion  J.  Arnold  has  signed  his  name 
hereto,  and  the  City  of  Chicago  has  caused  this  agreement  to  be  executed  in  its 
nan^  by  its  Comptroller,  approved  by  its  Mayor,  and  its  corporate  seal  hereto 
affixed,  duly  attested  by  its  City  Qerk,  this  19th  day  of  July,  A.  D.  1902. 

(Signed)  Bioir  J.  Aknolb. 

(SEAL) 

aTY  OF  CHICAGO, 

  (Sailed)        L.  EL  McGann, 

mmmmu^^^  Ci^  CooiptroUer. 

Attest 

(SigneaH|pi.  Loeffler, 

City  Clerk. 

APPROVED : 

(Signed)         C^ABiBt  H.  Hauison, 

Mayor. 


r 

u 


MEMBERS  OF  THE  COMMITTEE  ON  LOCAL  TKANS- 
POBTATION  OF  THE  CITY  COUNCIL  OF 
THE  CITY  OF  CHICAGO. 


Aux  FRANK  I.  BENNETT,  Chairman 

Ald.  B.  p.  HERRMANN  Ald.  THOMAS  CAREY 

Ald.  WM.  MAVOR  Ald.  W.  J.  RAYMER 

Ald.  F.  D.  CONNERY  Ald.  CHARLES  WERNO 

Ald.  W.  S.  JACKSON  Ald.  H.  F.  EIDMANN 

Aux  JOHN  MINWEGEN  Au*.  W.  T.  MAYPOLE 

Auk  MUTTON  J.  FOREMAN  Alii.  HUBERT  W.  BUTLER 


♦  •  ■ 


• 


LBTTBB  OP  TRANSMITTAL. 


To  the  Honorable  Chairnum  cmd  Members  of  the  Committee  on 
Local  Trcmsportatum  of  the  City  Council  of  the  City  of 
Chicago: 

Gentlemen— 

I  have  the  honor  to  present  herewith  my  report  on  the  several 
qUeetians  relating  to  the  city 's  Local  Transportatioii  situation  sub- 
mitted to  me  by  your  Honorable  Body,  as  set  forth  in  the  agree- 
ment between  the  City  of  Chicago  and  myself,  bearing  date  <rf 
July  19th,  1902,  a  copy  of  which  is  hereto  attached. 

The  situation  has  been  thoroughly  canvassed.  The  operating 
statistics  of  the  Chicago  City  Railway  Company  and  the  Chicago 
Union  Traction  CcMnpany  have  hem  willingly  submitted,  and  an 
exhaustive  study  of  them  has  been  made.  All  f  adlities  have  been 
extended  to  me  by  the  officials  and  departmental  heads  of  these 
companies,  and  the  officials  of  the  several  elevated  railroad  com- 
panies, as  well  as  the  several  companies  controlling  the  under- 
grotmd  utilities,  all  of  whom  have  very  kindly,  and  with  con- 
siderable trouble  to  themselves,  furnished  me  witii  the  data  re- 
quired in  my  investigation.  The  officials  of  several  railway  com- 
panies operating  roads  in  other  cities  have  courteously  furnished 
me  with  valuable  statistics. 

All  recorded  information  contained  in  the  several  bureaus 
of  the  city  government  and  the  personal  knowledge  on  all  sub- 
jects portioning  to  the  transportation  matter  possessed  by  the 
several  bureau  chiefs  has  been  freely  placed  at  my  disposal,  for 
all  of  which  assistance  rendered  and  courtesies  extended  I  desire 
at  this  time  to  express  my  thanks  and  appreciation. 

I  have  not  assumed  it  my  place  to  take  sides  in  the  report 
one  way  or  the  other  on  questions  of  munidpal  policy  concerning 
which  there  may  be  differ^oes  of  opinion,  except  where  the  ques- 
tions are  in  their  nature  clearly  engineering  or  transp<Hiafti<m 
questions.  The  franchise  policy  of  the  city  with  reference  to 
these  matters  I  have  conceived  to  be  outside  of  my  province.  The 
plans  fot  a  comprehensive  system  of  street  railways  suited  to  the 

13 


THE  CHICAGO  TRANSPORTATION  PROBI-EM 

needs  of  the  ocMiimiiiiity  as  set  forth  in  the  tefpott  would  be  the 
same  whether  the  syst^  be  owned  and  operated  by  a  private 
corporation,  or  owned  and  operated  by  the  city,  or  owned  by  the 
city  and  operated  by  a  private  corporation  under  lease.  So  far 
as  engineering  features  alone  are  concerned,  it  is  immaterial 
whether  the  subway  systems  as  outlined  be  owned  by  the  aty  or 
by  a  private  corporation. 

In  connecticm  with  my  investigation  of  this  problem  I  have 
consictered  many  plans,  such  as  movable  sidewalks,  elevated  side- 
walks, sub-sidewalk  railways,  and  elevated  structures  for  carry- 
ing railways,  pedestrians,  and  the  present  underground  utilities, 
some  of  which  plans  originated  with  me  and  some  with  others, 
but  after  a  careful  study  of  the  situation  the  magnitude  of  the 
problan  as  evidenced  by  the  great  number  of  passengers  which 
must  be  taken  in  and  out  of  the  business  district  in  very  short 
periods  of  time,  night  and  morning,  has  forced  me  to  abandon 
some  of  my  preconceived  ideas,  and  it  is  my  opinion  that  a  full 
realization  on  the  part  of  others  of  the  exact  conditions  which 
must  govern  a  comprehensive  solution  of  this  problem  would  show 
the  advocates  of  the  other  plans  the  inadvisability  of  fheir  adop- 
tion. It  is  possible,  however,  that  some  of  the  suggestions  relat- 
ing to  super-surface  structures  may  some  day  prove  advisable  to 
adopt  in  Chicago,  but  probably  not  until  the  capacities  of  the  sys- 
tems recommended  in  this  report,  or  other  similar  systems,  have 
been  reached. 

The  question  of  the  utilization  of  the  water  power  of  the  Sani- 
tary Distiict  Canal  for  generating  electricity  and  transmitting 

it  to  Chicago  for  the  operation  of  its  street  railways  has  also 
been  considered,  but  inasmuch  as  a  decision  regarding  it  need 
not  be  made  at  present,  and  from  the  further  fact  that  the  ques- 
tion was  not  involved  in  my  commissioiiy  I  have  not  sutanitted 
a  discuasion  of  it 

I  have  en^eavorod  to  outline  not  only  one  plan  but  several 
plans,  some  of  which  if  adopted  would  give  to  the  citizens  of 
Chicago  the  best  surface  railway  transportation  facilities  capable 
of  attainment  under  the  conditions.  These  facilities  cannot  be 
attained  at  once,  and  the  transition  will  probably  be  gradual. 
In  Qi^r  tomake  it  possible  to  get  immediate  relief  a  plan  of  sur- 
face tracks,  which  could  ultimately  become  a  imrt  of  a  combined 
system,  has  been  outlined.  This  plan  provides  for  ample  facili- 
ties on  the  surface  for  the  present  needs,  permits  of  through  traf- 
fic between  all  divisions  with  the  joint  use  of  tnusks,  and 


15 


LETTER  OF  TRANSMITTAL 


makes  it  possible  to  immediately  abandon  the  river  tunnels 
for  street  car  purposes,  thereby  permitting  the  river  channel  to 
be  immediately  deepened  for  the  accommodation  of  lake  traffic, 
and  portions  of  the  tunnels  to  be  still  retained  for  future  subway 
uses. 

In  closing,  I  desire  to  acknowledge  the  valuable  assistance 
rendered  me  by  Messrs.  Charles  V.  Weston,  C.  E.,  Augustine  W. 
Wright,  C.  E.,  Oren  Boot,  Jr.,  and  George  C.  Sikes  in  the  prep- 
aration of  this  report,  and  to  thank  the  respective  office  forces  of 
Mr.  Weston  and  myself  for  faithful  and  ^cient  services  ren- 
dered. 

I  also  wish  to  acknowledge  the  consideration  shown  me  by  the 
Chairman  and  each  member  of  your  Honorable  Committee  for 
allowing  me  to  perform  my  duty  unhindered  by  suggestions,  and 
I  trust  that  the  information  contained  in  the  report  will  be  found 
sufficiently  exhaustive  and  of  sufficient  merit  to  enaUe  your  Com- 
mittee to  formulate  a  line  of  action  which  will  lead  to  practical 
results.  Respectfully  submitted, 


Consulting  Electrical  Engineer. 


Chioaoo,  Nov.  19th,  1902. 


• 


SUMMARY  OF  CONCLUSIONS  AND  RECOMMENDA- 
TIONS. 


*  1.   THE  ONE-CITY-ONE-FARE  IDEA. 

Chicago,  with  respect  to  transportation  as  well  as  other 
things,  should  be  regarded  as  one  city,  not  three.  Divis- 
ional lines  ought  to  be  obliterated,  as  far  <as  possible.  A 
street  car  passenger  should  be  carried  ovc^r  the  inoet  direct 

^  route  between  any  two  points  within  the  city  limits  for  a 

single  fare.  Complete  unification  of  ownership  and  man- 
agement is  the  best  plan  for  realizing  the  One-City-One- 
Fare  idea.  The  same  end  can  be  accomplished,  however, 
but  in  a  less  satisfactory  manner,  under  divisional  owner- 
ship, by  a  plan  of  through  routing  of  cars,  joint  use  of 

^  tracks  and  interchangeable  transfers.  To  a  still  less  satis- 

factory degree  the  same  end  can  be  accomplished  by  the 
interchange  of  transfers  between  companies  without  joint 
use  of  tracks.  v. 

U.   THE  THROUGH  ROUTE  PRINCIPLE.         ;  ^ 

» 

^  Routes  through  the  business  district  ought  ta^be  sub- 

stituted for  down-town  terminals,  wherever  possible.  Out- 
side the  business  district,  too,  the  best  results  would  follow 
4  from  connecting  together  the  detached  lines  now  found  on 

several  streets,  and  operating  cars  over  such  lines  from  end 
to  end  on  the  through  route  prindple. 

f         UL   SUBWAYS.  "  ! 

A  system  of  subways  should  be,  and  eventually  must 

be,  built  to  accommodate  the  street  car  traffic  of  Chicago 
and  relieve  the  street  surface  congestion  in  the  t^isiness 
district.   Galleries  should  be  provided  in  connection  with 
^  such  subways  for  the  accommodation  of  present  mi  future 

^  underground  utilities.      Two  subway  plans  are  out- 

*  lined  in  the  report    One  plan,  referred  to  as  Subwaj^ 

Plan  No.  1,  shown  on  map  No.  11,  calls  for  three 
north  and  south  subways,  from  Fourteenth  Street  on 
the  south  to  Indiana  Street  on  the  north,  and  two 

•  17 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


subways  entering  the  business  district  from  the  West 

Side,  utilizing  the  present  Van  Buren  and  Washington 
Street  tunnels  and  looping  back  at  Clark  Street.   This  is  a 
system  of  high  level  subways  throughout,  witli  no  dips. 
Ite  eetiniated  cost  is  $16,000,000.  The  other  subway  plan, 
known  as  Plan  No.  2,  shown  on  map  No.  5,  calls  for  prac- 
tically the  same  north  and  south  high  level  subways  in 
combination  with  three  or  more  low  level  subways  from 
the  West  Side  passing  under  the  north  and  south  subways 
and  reaching  Michigan  Avenue,  and  should  future  devel- 
{^pmmis  warrant,  under  Lake  Front  Park  as  far  as  it  may 
be  extended.  The  low  le^el  snbways  would  require  the  use 
ef  etovatoTS.  The  estimated  cost  of  subways  built  accord- 
ing to  this  plan  is  $20,000,000.     Plan  No.  2  is  rec- 
ommended as  best  for  the  city  from  an  engineering 
and  transportation  point  of  view,  but  in  case  this  plan 
m  deaooed  inadvisable  for  business  or  otiier  reasons 
a  system  of  single4ecked  high  level  subways,  as  oat- 
lined  in  Plan  No.  1,  can  be  constructed,  whidh  will  to  a 
large  extent  accomplish  the  results.   No  subways  should 
be  built  in  such  a  manner  as  to  preclude  the  operation  of 
ears  through  them  on  the  through  route  principle.  Under 
mfher  of  the  plans  as  outlined,  the  whole  system  of  sub- 
ways need  not  necessarily  be  constructed  at  once.  One  or 
more  of  the  subways  could  be  built  at  a  time,  and  utilized 
separately,  but  with  a  view  to  their  ultimately  forming  a 
part  of  a  comprehensive  system.     The  subway  plans 
as  submitted  do  not  necessarily  call  for  the  removal 
of  all  tracks  from  the  street  surface  in  the  business 
distriet^   and  Subway  Plan  No.  1  necessitates  some 
surface  loops.  Under  either  plan  there  could  be  a  street 
surface  system  connecting  the  depots  and  designed  to  ac-  ' 
commodate  short  haul  traffic  in  the  business  district.  Un- 
der Plan  No.  2  there  could  also  be  a  low  level  subway  sys- 
tem for  conecting  all  depots,  and  by  using  it  in  connection 
wifli  tliis  subway  all  tracks  could  be  kept  oif  from  the 
mrCMe  of  the  streets  in  the  business  district  for  some 
years  to  come. 

THE  PRESENT  RIVER  TUNNELS. 

It  is  inadvisable  to  attempt  to  lower  the  present  river 
tunek  and  at  the  same  time  retain  th^  for  surface  rail- 


SUMMARY 


19 


way  use,  for  the  reason  that  lowering  the  tunnels  to  a  suffi- 
cient depth  to  accommodate  future  river  traffic  would  in- 
volve extending  the  tunnel  approaches  at  least  a  block 
further  into  the  business  district  In  the  interest  of  navi- 
gation, therefore,  the  tops  of  the  tunnels  ought  to  be 
promptly  removed,  leaving  the  lower  parts  of  one  or  per- 
haps two  of  the  tunnels  for  utilization  later  as  parts  of  a 
future  subway  system. 

V.  PLAN  FOR  A  UNIFIED  COMBINED  SURFACE  AND 

SUBWAY  STREET  RAILWAY  SYSTEM. 

A  plan  is  presented  for  a  new,  reorganized  and  unified 

combined  surface  and  subway  street  railway  system,  com- 
prising the  lines  of  the  City  Railway  Company,  the  Union 
Traction  Company,  the  Chicago  General  Railway  Com- 
pany and  the  Chicago  Consolidated  Traction  Company 
within  the  city  limits,  and  new  lines  necessary  to  properly 
connect  the  now  disconnected  parts  of  the  system.  The 
total  single  track  mileage  of  this  system  as  outlined  would 
be  about  745  miles,  and  its  estimated  cost,  if  constructed 
new,  with  everything  first-class  throughout,  but  exclusive 
of  subways,  would  be  $70,000,000.  Adding  $20,000,000, 
the  cost  of  the  subways  constructed  according  to  Plan  No. 
2,  would  make  the  total  cost  of  the  new  system  complete 
$90,000,000.  With  Subway  Plan  No.  1,  instead  of  Subway 
Plan  No.  2,  the  total  cost  of  the  new  unified  system  would 
be  $85,800,000. 

VI.  PLANS  FOB  IMMEDIATE  IMPROVEMENT  OF  TER- 

MINALS AND  SERVICE. 

Plans  are  presented  for  the  re-routing  of  surface  termi- 
nals in  the  business  district,  (1)  under  the  present  division- 
al ownership  and  operation,  (2)  under  the  joint  use  of 
tracks  in  the  business  district  under  divisional  ownership, 
and  (3)  under  unified  ownership  and  management.  Tin- 
mediate  improvement  of  Chicago's  local  transportation 
facilities  may  be  effected  by  substituting  electric  for  cable 
power  and  routing  cars  according  to  any  of  the  plans  out- 
lined, all  cars  from  the  West  and  North  sides  to  ^t^  the 
business  district  over  bridges  until  sudi  time  as  subways 
shall  be  constructed. 


20      •         THE  CHICAGO  TRANSPORTATION  PROBLEM  \ 

Vn.    ELECTRIC  UNDEBGROUND  CONDUIT  SYSTEM. 

The  operation  of  cars  in  Chicago  by  the  electric  under- 
ground  conduit  system  is  practicable  and  feasible.  Over- 
head trolley  construction  should  be  prohibited  within  the 
area  bounded  by  Twelfth  Street  on  the  south  and  the  river 
on  the  north  and  west.  Outside  of  the  district  named 
the  objections  to  the  overhead  trolley  are  esthetic  in  na- 
ture, and  it  is  for  the  city  authorities  to  say,— after  a  bal- 
ancing  of  financial  against  esthetic  considerations,— how 
muchy  if  any,  underground  conduit  construction  should 
be  required.  The  cost  per  mile  of  single  track  (trade  alon^ 
indnding  feeders,)  of  eleetrio  conduit  road  oonstmctioii 
would  average  $81,300  for  a  system  covering  the  city  at 
large,  but  exclusive  of  the  cost  of  power,  rolling  stock  and 
paving.  Conduit  construction,  outside  of  the  business 
district,  should  not  exceed  $70,000  per  mile,  but  within  the 
business  district  the  cost  would  be  about  $100,000  per  mile, 
due  to  the  numerous  curves,  large  amoxmt  of  special  work 
required  and  the  extra  cost  of  labor,  due  to  the  congestion 
within  the  district  in  which  the  work  must  be  prosecuted. 
To  either  of  the  above  figures  should  be  added  the  cost  of 
paving,  as  follows:  Brick,  $12,650;  asphalt,  $12,880; 
dressed  granite,  $18,400.  Overhead  trolley  road  con- 
struction would  cost  $28,000  per  mile  of  single  track,  using 
the  same  weight  of  rail.  It  would  cost  nearly  as  much  to 
convert  the  Chicago  cable  roads  into  electric  conduit  roads 
as  to  build  new  electric  conduit  roads. 

Vm.   GEOOVED  RAILS. 

A  grooved  girder  type  of  rail,  of  special  design,  is  rec- 
ommended for  well-paved  streets  upon  which  cars  operate 
often  enough  to  properly  clear  the  groove  of  dirt  and  ice, 
On  outlying  streets  and  on  poorly  paved  and  poorly  main- 
tained streets  the  girder  type  of  rail  should  be  maintained 
as  best  for  team  traffic  and  the  railway  companies. 


IX.  ELECTROLYSIS. 

The  destruction  of  underground  utilities  from  electro- 
lysis is  now  well  in  hand  by  the  city,  and  if  the  present  \ 
ordinance  governing  the  subject  is  enforced  no  serious  dif-  ^ 
Acuities  may  be  anticipated  from  this  source,  and  when  the 

underground  conduit  system  is  adopted  there  should  be  no 
further  injury  from  electrolysis  in  the  area  served  by  the 


SUMMARY 


21 


conduit  system,  because  this  system  uses  a  complete  metal- 
lic circuit. 

X.  THE  FINANCIAL  ASPECT  OF  THE  ONE-CITY-ONE- 

FARE  PLAN. 

A  unified  company  could  afford  to  conduct  the  trans- 
portation business  of  Chicago  on  the  basis  of  a  single  fare 
for  a  continuous  ride  anywhere  within  the  city  limits.  The 

present  divisional  companies,  by  the  interchange  of  trans- 
fers, could  afford  to  do  the  same  thing,  provided  they  were 
properly  protected  against  the  fraudulent  use  of  transfers, 
but  it  would  be  at  a  somewhat  greater  cost  to  themselves, 
and  with  greater  inconvenience  to  passengers,  than  would 
be  the  case  under  unified  management. 

XI.  GROWTH  OF  POPULATION  AND  TRAFFIC  IN  THE 

PAST  AND  ESTIMATES  AS  TO  THE  FUTURE  IN- 
CREASE OF  STREET  CAR  TRAFFIC. 

The  population  of  Chicago  has  increased  since  its  in- 
corporation in  1837  to  1902  at  the  rate  of  8.6  per  cent  per 

year  compounded,  and  is  now  increasing  at  the  rate  of  7.7 
per  cent  per  year.  For  the  nine  years  from  1892  to  1901 
inclusive,  the  number  of  revenue  passengers  carried  by  the 
Chicago  surface  and  elevated  lines  combined  has  increased 
at  the  rate  of  5  per  cent  per  annum  compounded.  The  in- 
crease for  the  surface  lines  during  the  same  period  has 
been  at  the  rate  of  1.5  per  cent  per  year  compounded.  The 
increase  for  the  combined  surface  and  elevated  lines  from 
1894  to  1901  inclusive,  a  period  of  seven  years,  has  been  at 
the  rate  of  6.3  per  cent  per  year  compounded.  The  increase 
for  the  surface  lines  alone  during  the  same  period  has  been 
at  the  rate  of  3.9  per  cent  per  year  compounded,  and  the  in- 
crease for  the  elevated  lines  alone  has  been  for  the  same 
])eriod  at  the  rate  of  26  per  cent  per  year  compounded.  Tlie 
population  of  Chicago  has  increased  more  rapidly  than 
that  of  any  other  city  in  the  world,  but  it  is  improbable  that 
this  rate  of  increase  should  continue  indefinitely.  Figures 
and  curves  are  presented  showing  the  past  growth  of  Chi- 
cago as  compared  with  other  cities,  also  the  future  results 
if  present  rates  of  increase  should  be  maintained,  but  as 
this  is  improbable  cui-ves  are  shown  representing  the  in- 
crease in  population  and  gross  receipts  that  may  reasop 


THE  CHICAGO  TRANSPORTATION  PROBLEM 

ably  be  expected  for  the  combined  surface  and  elevated 
railways  during  the  next  fifty  years. 

XJI.    ESTIMATED    COST    OF    REPRODUCTION  AND 
PRESENT  VALUE  OF  EXISTING  PLANTS. 

The  cost  to  reproduce  the  following  prc^rtieB  complete 
with  new  construction  and  equipment  throaghout  would 

be:   Chicago  City  Railway  Company,  about  $17,200,000; 

Chicago  Union  Traction  Com})any  (not  including  the  Con- 
solidated Traction  Co.),  about  $22,200,000.  The  a<jtual 
present  value  of  the  physical  properties  for  electric  rail- 
way purposes  of  ilie  fc^wing  oompanieSy  taking  into  con- 
sideration the  obsolete  eqxupment  and  oonstruction  whidi 
must  be  discarded,  but  not  taking  into  account  any  fran- 
chise rights  or  eaniing  capacity  of  the  properties,  is  esti- 
mated as  follows:  Chicago  City  Railway  Company, 
about  $12,000,000;  Chicago  Union  Traction  Company 
(not  including  ComoUdated  Traction  Co.),  aboat  $15,000^- 

Xni.   NEED  FOE  KEGULATION  OF  TEAM  TRAFFIC. 

At  the  present  time  team  traffic  interferes  with  street 

cars  to  an  unwarrantable  extent.  A  reasonable  regulation 
of  team  traffic  is  essential  to  the  improvement  of  street  car 
service. 

XIV.    THE  UNION  ELEVATED  LOOP  PROBLEM. 

The  junction  points  are  the  ultimate  limiting  factor  of 
the  capacity  of  the  Union  Elevated  Loop.  At  the  present 
time^  however,  the  platform  stations  are  the  limiting  factor. 
The  first  and  simplest  way  to  increase  the  capacity  of  the 
loop  is  to  lengtlien  the  station  platforms  so  that  two  trains 
can  load  and  unload  at  a  station  at  the  same  time.  When 
the  capacity  of  the  junction  points  is  reached,  added  facili- 
ties can  be  provided  by  building  stub-end  terminals  just 
outside  the  loop.  The  terminal  capadty  of  the  loop  could 
be  increased  by  dividing  the  present  loop  into  four  smaller 
loops,  but  presumably  there  would  be  public  objection  to 
such  a  plan,  because  it  would  involve  encumbering  more 
down-town  streets  with  elevated  structures,  and  it  is,  there- 
fore, not  recommended.  The  ideal  solution  of  the  elevated 
loop  probl^  would  be  to  utilize  the  loop  structure  as  sec- 
tions of  through  routes  between  the  different  sections  of 
the  city. 


PART  L 


GENERAL  DISCUSSION  OF  STEEET  RAILWAY  SYS- 
TEMS AND  CONDITIONS  GOVERNING  TBEhL 


Nearly  all  of  the  large  cities  of  the  United  States  are  laid  out 
and  developed  on  one  of  three  distinctive  plans,  eadi  plan  re- 
quiring a  different  general  system  of  transportetion  twiim  to 
serve  its  population. 

Piist—Tlie  peninsula  plan,  with  water  front  on  both  sides, 
such  as  that  of  New  York  City  and  San  Francisco. 

Second.— The  vailey  pUm,  with  a  river  running  through  the 
center,  population  and  business  district  on  both  sides  of  the  riv^i 
such  as  Pittsburg. 

Third.— The  radiating  plan,  with  territory  on  one  side  of  the 
water  front,  such  as  St.  Louis,  Boston,  Brooklyn,  and  many  other 
cities.    To  the  third  plan  Chicago  belongs. 

The  peninsula  and  valley  phms  usually  call  for  comparatively 
small  street  railway  track  mileage,  and  great  traffic  density  it 
found  on  that  mileage,  together  with  large  gross  earnings  per 
capita  served,  per  mile  of  track,  and  per  car  mile.  For  example, 
the  elevated  and  surface  transportation  systems  of  New  York 
City,  serving  a  population  of  2,050,000,  earn  about  $13  per  capita, 
with  a  track  mileage  of  393  mUes,  and  that  of  San  Francisoo 
nearly  $14  per  capita,  with  a  mileage  of  229  miles,  serving  a  popu- 
lation of  350,000.  .  . 
•  The  radiating  plan  means  greater  street  railway  mileage  for 
the  population  served,  with  much  smaller  gross  receipts  per 
capita.  The  Chicago  surface  and  elevated  lines,  for  example, 
earn  less  than  $10  per  capita  on  a  tnu*  mileage  of  610  miles, 
serving  a  population  of  two  million,  and  the  surface  lines  id  St 
Louis  hardly  $8  per  capita  on  a  track  mileage  of  361  miles,  and 
serving  a  population  of  750,000. 

It  can  be  easily  seen  how  different  is  the  transfer  problem  in  a 
peninsula  and  vaU^  city  from  that  of  a  radiating  cily.    In  the 

2t 


24 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


fonner  there  may  be  a  few  long  through  lines  with  heavy  traffic, 
with  many  short  cross-town  feeder  lines.  The  transfm  in  such  a 
city  might  mean  no  additional  expense  to  the  company,  and  little 
or  no  complications.  In  a  radiating  city,  on  the  contrary,  there 
is  a  large  number  of  through  trunk  lines  of  great  length,  and 
tUmj  cross-town  lines,  increasing  in  length  as  they  are  farther 
removed  from  the  point  of  radiation.  On  such  a  system  long 
rides  are  granted,  and  dishonesty  in  the  use  of  transfers  is  easily 
possible,  with  resultant  great  loss  in  earnings  to  the  operating 
ecmpany. 

Population  and  population  density  have  an  enormous  influence 
on  street  railway  earnings  and  profits. 

A  knowledge  of  these  differences  in  city  plans,  and  their  bear- 
ing on  the  earnings  of  transportation  companies  is  so  absolutely 
^is^ntial  to  the  proper  understanding  of  the  theory  of  conducting 
tifftodportation,  that  this  brief  explanation  is  deemed  advisable. 

.  ..  SFFEGT  OF  ntVISIONAL  LINES  ON  CHICAGO'S  DEVELOPMENT. 

While  Chicago  has  been  classed  among  those  cities  laid  out  on 
the  radiating  plan,  and,  consequently,  is  one  of  those  cities  where- 
in an  ideal  system  of  transportation  is  difficult  of  attainment,  an 
adde^  obstacle  to  such  realization  is  found  in  the  fact  that  the 
city^  is  divided  into  three  divisions  by  the  unfortunate  course  of 
(he  Chicago  river.  From  the  earliest  period  in  the  development 
of  the  city  down  to  the  present  time,  this  water  barrier  has  been 
the  fixed  condition  that  has  been  recognized  and  deferred  to. 
Town  governments  were  established  on  its  lines ;  it  is  the  bomn- 
Jary  line  of  wards  throughout  its  course;  the  water,  gas,  and 
sewerage  systems  are  laid  out  with  reference  to  it;  diagonal 
streets  or  avenues  to  the  business  center  are  determined  by  its 
course;  it  is  primarily  responsible  for  the  congested  condition  of 
the  business  center,  limiting  as  it  does,  by  its  movable  bridges, 
the  area  to  a  little  more  than  a  square  mile;  the  manufac- 
turing di^strict  has  grown  up  along  its  course,  and  natu- 
rilly  all  lines  of  business  that  can  be  more  profitably  conducted 
tbrou^h  contact  with  navigation  have  sought  its  frontage,— all 
of  which  growth  has  so  increased  the  value  of  the  dock  frontage 
that  the  Chicago  river,  with  its  movable  bridges,  must  be  con- 
sidered as  a  permanent  and  fixed  condition,— especially  so  as  the 
imtural  dockage  of  Chicago,  the  Lake  Shore,  is  being  continually 
and  .continuously  appropriated  for  park  and  pleasure  purposes. 
Following  out  the  divisional  idea,  forty-four  years  a^o,  when  the 


General  discussion 


25 


city  had  grown  to  such  proportions  that  some  method  of  trans- 
portation was  deemed  necessary,  street  car  companies  were 
named,  chartered  and  received  grants  in  divisions,  amd  to  this 
mistake,  made  in  the  vnfamcy  of  the  transportation  business,  can 
he  traced  the  primary  cause  for  the  present  demamd  for  a  change 
in  trcmsportation  facilities.  Chartering  companies  and  grant- 
ing privileges  by  divisions  to  separate  ownership  not  only 
saddled  upon  the  people  a  multiplied  system  of  fares  within 
the  limits  of  the  city,  but  made  it  impossible  to  traverse  the  small 
area  in  which  the  divisions  converged,  without  payment  of  two 
fares.  To  this  double  fare  in  the  business  district  can  mainly  be 
diarged  all  the  extraordinary  congested  condition  not  occasioned 
by  the  course  of  the  river. 

As  population  increased  and  aditional  territory  was  annexed 
the  owners  of  the  divisional  transportation  companies  were  called 
upon  to  extend  their  lines  for  the  accommodation  of  the  increase. 
Ni^rally,  each  division  ownership,  not  being  in  any  manner 
interested  in  the  operation  of  any  other  division,  guarded  its 
territory  jealously  and  laid  out  extensions  and  new  lines  with  a 
view  to  perpetuating  the  travel  in  each  division  over  that  divi- 
sion's lines  to  the  common  center,  there  to  take  the  lines  of  the 
other  divisions.  When  cross  town  lines  were  inaugurated  they 
were  only  csnm-division  lines.  As  the  diagonal  avenues  were 
laid  out  with  reference  to  the  course  of  the  river,  they  were  con- 
fined to  some  one  division,  and  when  they  were  appropriated 
by  the  transportation  companies  it  was  only  for  the  acceleration 
of  the  movement  of  the  residents  of  each  division  to  the  comm<m 
center. 

As  is  the  case  in  all  cities  laid  out  on  the  radiating  plan, 
Chicago  has  a  common  point  where  all  lines  of  traffic  concentrate 
and  which  is  the  objective  point  of  its  po])ulation,  commonly 
designated  as  its  business  center.  This  point  was  fixed  and  has 
grown  up,  by  and  from  the  causes  outlined  above,  and  must  be 
considered  in  a  large  degree  as  governing  the  traiisportati<Mi  situ- 
ation. 

It  is  true  that  as  the  area  of  the  city  grows  imd  })opulatioii 
increases,  new  centers  are  created  at  ditiPerent  points  in  tlie  sepa- 
rate divisions,  around  which  centers  population  masses,  and  there 
is  a  growing  demand  for  transportation  between  divisions  with- 
out reference  to  the  general  down-town  business  center.  This 
demandj  which  did  not  exist  in  the  infancy  of  the  city  when  there 
was  only  one  business  center,  will  continue  to  grow  as  the  city 


3S  THE  CHICAGO  TRANSPORTATION  PROBLEM 


grows  and  as  former  residents  of  one  division  move  to  other 

divisions,  and  carry  with  them  the  desire  for  communication 
with  their  former  neighbors. 

PROBLtEMS  TO  B£  SOLV£D. 

The  problems  to  be  solved  in  relatioii  to  transportation  facil- 
ities for  the  whole  of  Chicago  and  its  suburbs  are,  therefore: 

First— To  devise  some  method  of  operation  wMdi  will  relieve 

the  congestion  of  the  overcrowded  tlioroughfares  in  the 
central  portion,  or  business  district,  of  the  city  and  tend 
to  render  available  an  increased  area  in  that  district. 

Seocmd.— To  famish  a  more  ready  means  of  antercourse  betwecaa 
the  separate  divisions  of  the  city,  through  the  business 
district  and  outside  such  district. 

Third.— To  furnish  a  means  of  distributing  passengers  brought 
in  at  the  several  railroad  stations,  for  transferring  them 
from  one  station  to  another,  and  to  facilitate  intercourse 
between  different  ix>rtioiis  of  the  business  center. 

It  is  obvious  to  the  most  casual  observer  that  the  primary 
cause  for  the  existing  unsatisfactory  condition  and  multiplied 
fares  is  found  in  llie  diversity  of  ownership  of  the  corporations 
charged  with  furnishing  transportation  facilities. 

A  unification  of  ownership  or  a  consolidation  of  management 
on  some  basis  is  a  condition  which  must  be  precedent  to  any 
really  satisfactory  and  lasting  solution  of  the  problem,  although 
an  equitable  arrang^ent  for  the  joint  use  of  tracks  would  effect 
a  temporary  solution,  and  probably  result  ultimately  in  unifica- 
tion. Each  of  the  divisicmal  companies  has  given  due  attention 
in  the  past  to  the  securing  of  privileges  to  construct  tracks  in 
its  own  division  and  in  the  down-town  district — every  con- 
cession granted  tending  to  i>erpetuate  divisional  operation. 
The  idea  has  taken  firm  hold  on  a  large  proportion  of 
our  dtizens  ikai  Chicago  should  be  one  large  city,  in  fact  as  well 
as  in  name,  and  rapid  strides  are  being  made  tending  in  the 
direction  of  eliminating  the  separate  Town  Gtovermnents,  taxing 
bodies,  etc.  It  would  seem,  therefore,  that  now  is  the  time  to 
eliminate  the  divisional  lines  in  its  surface  transportation  facil- 
itieSy  and  all  other  considerations  should  be  subservient  to  the 
accomplishment  of  this  one  feature,  viz:  One  fare  withvri  the 
city  limits.  Whetter  this  be  aecMnplished  by  nmversal  trans- 
fm  between  the  separate  companies  at  all  junction  and  connect- 


GENERAL  DISCUSSION 


ing  points,  or  by  the  operation  of  through  lines  of  cars  routed 
over  the  tracks  of  the  three  divisions,  is  a  question  of  expediency. 
There  should  be  no  difference  of  opinion  as  to  the  latter  method 
suggested  being  the  more  desirable.  It  could  be  accomplished  by 
a  unification  of  ownership  or  management  of  the  several  com- 
panies interested,  which  would  be  the  beet  way,  or  by  the  joint 
use  of  tracks  by  the  separate  companies.  The  same  results  could 
be  obtained  by  the  transfer  method,  but  with  considerable  incon- 
venience to  the  traveling  public  and  expense  to  the  operating 
c<nnpanies,  but  this  method  should  be  adopted  in  case  unification 
of  management  or  joint  use  of  trados  cannot  be  effected. 

BXISnNO  DIVERSITY  OF  OWKEB8HIP. 

The  surface  lines  serving  the  city  are  either  owned  or  oper- 
ated by  eight  ccxnpanies,  viz:  Chicago  City  Railway  Company, 
Chicago  Union  Traction  Company,  Chicago  General  Hallway 
Company,  Chicago  Consolidated  Traction  Company,  South  Chi- 
cago City  Railway  Company,  Calumet  Electric  Street  Railway 
Company,  Chicago  Electric  Traction  Company  and  Suburban 
Railway  Company.  The  mileage  of  the  three  former  companies 
is  entirely  within  the  city  limits.  The  mileage  of  the  remaining 
five  companies  is  partly  within  the  city  limits  and  partly  in  ad- 
joining territory.  There  are  four  companies  operating  elevated 
railroads,  all  of  which  roads  operate  to  the  business  center  and 
around  one  common  loop,  controlled  by  a  fifth  company. 

It  is  claimed  that  a  part  of  the  ordinances  of  the  Chicago  City 
Railway  Company  and  of  the  North  Chicago  City  Railway  Com- 
pany and  the  Chicago  West  Division  Company  (the  two  latter 
companies  being  subsidary  companies  of  the  Chicago  Union 
Traction  Company),  expire  in  July,  1903.  The  ordinances  and 
grants  under  which  the  remaining  companies  are  operating  do 
not  expire  in  the  near  future. 

The  Chicago  City  Railway  Company  serves  that  portion  of 
tiie  South  Division  oontigious  to  the  business  center,  but  has  no 
affiliation  with  or  control  of  the  companies  serving  the  outl3dng 
southerly  territory,  although  some  of  their  lines  are  in  close  con- 
nection for  easy  transfer  of  passengers.  None  of  the  lines  of 
the  outlying  companies  have  terminals  north  of  Sixty-third  street 

The  Chicago  Union  Traction  Company,  by  virtue  of  leases, 
controls  the  operation  oi  ihe  lines  of  the  North  Chicago  Street 
Railroad  Company  and  the  West  Chicago  Street  Railroad  Com- 
pany, and  their  subsidary  companies,  viz:  the  Chicago  Passenger 


as  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Railway  Company,  the  Chicago  West  Division  Railway  Cm- 
pany  and  the  North  Chicago  City  Railway  Company. 

The  West  and  North  Divisions  are  served  by  these  companies 
except  where  the  lines  of  the  Chicago  Consolidated  Traction 
Compaskj  are  built  through  the  territory  contigaous  to  the  busi- 
Bess  o^ter  and  where  operating  privileges  are  exchanged  be- 
tween the  Union  and  Consolidated  Companies.  The  Union 
Traction  Company  also  practically  controls  the  operations  of 
the  Chicago  Consolidated  Traction  Company  by  virtue  of  an 
operating  agreement  and  also  by  control  of  a  majority  of  its 
capital  stock. 

The  Chicago  Consolidated  Traction  Company  is  in  poissession 
of  ordinances  covering  a  large  number  of  streets  which  are  ex- 
tensions to  streets  on  which  the  Union  Traction  Company  is  now 
operating  cars  and  also  covering  streets  that  are  section  and  half 
section  lines,  within  the  present  city  limits,  which  condition  pre- 
cludes the  possibility  of  future  extensions  of  the  Union  Traction 
Company  lines  to  tiie  present  city  limits  or  to  any  extensions 
thereof.  The  Chicago  Union  Traction  Company  charges  one 
fare  of  5  cents  and  the  Chicago  Consolidated  Traction  Company 
charges  another  fare.* 

The  Consolidated  Traction  Company  is  also  in  possession  of 
ordinances  covering  some  streets  that  tmverse  the  inner  territory 
of  the  Union  Traction  Company,  and  its  cars  reach  a  terminal  in 
the  business  center  by  traffic  agreements  with  the  Union  Com- 
pany, but  there  is  no  interchange  of  transfers  on  these  streets 
between  the  two  companies.  While  these  two  companies  are 
separate  and  distinct  and  while  the  ordinances  running  to  the 
Ccmsolidated  Company  do  not  expire  at  the  present  time  and 
consequently  are  not  under  consideration,  it  would  be  very  desir- 
able—if such  a  thing  were  possible  in  the  adjustment  of  the 
Union  Traction  Company's  ordinances— to  eliminate  the  double 


♦Since  the  foregoing  was  written  the  Supreme  Court  of  Illinois  has  handed 
down  a  decision  confirming  the  position  taken  by  the  city  that  by  the  agreement 
existing  between  the  two  companies  and  by  the  control  of  the  stock  of  the  Con- 
solidated Company  by  the  Union  Company,  the  two  Companies  were  one.  and  con- 
secjuently  one  fare  only  must  be  charged  by  the  two  Companies  and  transfers  must 
be  issued  between  the  lines  of  both  Companies  to  enable  a  passenger  to  complete  a 
continuous  trip  within  the  city  limits  for  one  fare.  At  the  present  time  the  Com- 
panies are  attempting  to  comply  with  this  decision,  although  it  is  understood  that  they 
intend  to  appeal  to  the  Federal  Courts,  and  since  from  this  it  seems  that  the  ques- 
tion is  not  yet  settled  I  have  thought  best  to  leave  the  discussion  here  as  well  as 
that  in  Part  2  relating  to  transfers  stand  as  originally  written. 


O^mRAL  DISCUSSION  2$ 


fare  within  the  territory  at  present  served  by  the  Union  Com- 
pany and  also  in  the  entire  territory  within  the  present  city 
limits,  served  by  both  the  Union  and  Consolidated  Companies. 
The  North  Western  Elevated  Railroad  Company  is  furnishing 
service  to  a  few  favorably  located  residents  contiguovis  to  its  line 
on  the  last  most  northerly  mile  and  to  those  clustered  around  its 
terminus,  for  one  fare,  while  other  residents  further  removed 
from  the  elevated  line  and  served  by  the  lines  of  the  Consolidated 
Traction  Company  are  compelled  to  pay  10  cents  to  readi  the 
business  center. 

The  Lake  Street  Elevated  Bailroad  serves,  with  a  5  cent 
fare,  a  small  district  outside  of  the  present  city  limits  in  the 
territory  also  served  by  the  Consolidated  Company,  tlms  giving 
tliose  residents  immediately  contiguous  to  ihe  elevated  line  a  5 
cent  fare,  while  others  in  the  same  territory,  but  not  so  fortun- 
ately located,  are  compelled  to  pay  10  cents  to  reach  the  bosiiieBg 
center.  It  is  only  a  question  of  time— and  that  of  very  short 
duration— when  Chicago,  in  its  rapid  growth,  will  absorb  more 
territor\^  to  the  North  and  West,  and  this  seems  to  be  the  oppor- 
tunity to  secure  for  all  of  those  prospective  citizens  the  great 
benefits  of  a  low  fare  to  their  objective  point,  which  a  few  of  them 
are  now  in  possession  of.  The  desirability  of  such  a  omoession 
cannot  be  overestimated  and  it  is  equally  desirable  in  the  terri- 
tory within  the  present  city  limits,  south  of  the  territory  served 
by  the  lines  of  the  Chicago  City  Railway  Company  and  also  of 
the  territory  adjoining  the  city  limits  on  the  south;  but  unfor- 
tunately the  Chicago  City  Railway  Company  has  no  affiliations 
with  or  control  of  the  several  ccmipanies  serving  that  territory 
and  consequently  the  same  vantage  points  are  not  in  possession 
of  the  city,  as  exist  with  regard  to  the  territory  to  the  north  and 
west.  It  might  be  argued  that  the  much  greater  distance  in- 
volved in  reaching  the  southerly  suburbs  would  preclude  the 
possibility  of  securing  a  single  fare  for  their  residents;  but  the 
argument  would  not  hold  good  in  reference  to  the  northerly  and 
westerly  suburbs,  as  an  elevated  road  is  already  furnishing 
service  for  5  cents  to  a  portion  of  the  residents  in  the  very  center 
of  the  district. 

The  Chicago  General  Railway  Company's  ordinances  and 
leases  cover,  among  other  streets,  one  mile  between  Twenty- 
second  and  Thirty-first  streets,  on  both  Kedzie  avenue  and  Ash- 
land avenue.  This  company  has  no  affiliation  with  either  the 
Chicago  City  Railway  Company  or  the  Chicago  Union  Tractiou 


so  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Company,  and  its  occupancy  of  the  streets  as  above  stated  pre- 
cludes the  possibility  of  connecting  the  trackage  of  the  City 
Railway  Company  and  of  the  Union  Traction  Company,  now 
being  operated  both  north  and  south  of  the  Chicago  General 
Railway  Company's  tracks,  for  the  purpose  of  connecting  the 
West  and  Sottth  Division  across  the  South  branch  of  the  river, 
unless  some  arrangement  is  made  to  secure  the  trackage  of  the 
Chicago  General  Company,  or  the  right  to  operate  over  it. 

UNDERLYING  IDEAS  OF  REPORT. 

Viewing  ihe  situation  from  the  standpoint  of  the  best  inter- 
ests of  the  whole  City  of  Chicago,  these  ideas  shonld  prevail  at 

all  times  and  be  guiding  and  determining  factors  in  arriving  at 
conclusions,  viz:  That  Chicago  is  one  city,  not  three;  that  there 
are  no  divisional  lines  traversing  the  district  embraced  within 
its  boundaries;  that  the  citizens  have  the  right  to  expect  and 
demand  that  they  be  transported  in,  ihrongh  and  about  the  whole 
district  in  one  general  direction  for  one  fare  and  with  as  little 
inconvenience  attendant  upon  the  use  of  transfers  as  practicable. 
With  these  ruling  ideas  held  firmly  in  mind,  this  report  has  been 
formulated. 

In  my  opinion,  in  the  adjustment  of  this  transportation  ques- 
tion, the  amount  of  cash  compensation  to  be  seeured  by  the  treas- 
ury from  the  street  railways  shonld  be  of  secondary  c(msidera- 

tion  to  the  attainment  of  one  fare  within  the  city  limits  and  the 
veiy  best  transportation  facilities  known  at  the  present  time, 
with  the  guaranteed  assurance  that  the  service  be  kept  up  to 
modem  standards  and  that  the  citizens  would  receive  all  the 
benefits  from  all  future  developments  of  the  art 


PAETH. 


INADEQUACY  OF  PRESENT  TERMINALS  AND  SERV- 
ICE WITH  RECOMMENDATIONS  FOR  IMPROVE^ 
MENT  UNDER  DIVISIONAL  OWNERSHIP. 


Showing  the  Present  Tenninals  in  the  Business  Center,  the  Uses 
Made  of  Same,  Their  Inadequacy.— Reasons  for  the  In- 
adequate Service  Being  Furnished  at  the  Present  Time. 
—Reasons  for  Dead  Trackage  in  the  Down-Town  Dis- 
trict—How Electric  Terminals  Were  Granted  in  Busi- 
ness Center.— Reasons  Why  Cable  Operation  as  a  Sys- 
tem and  Operation  of  Cars  in  Trains  Should  Be  Aban- 
,  doned.— Conclusions  as  to  What  Should  Be  Done  to  Bet- 
ter Conditions,  Under  the  Present  System  of  Divisional 
Operation  by  Separate  Managements.— Discvueu^on  of 
the  Relative  Merits  of  Overhead  and  Underground  Gcm- 
dnit  Types  of  Electrical  Construction.— Recommenda- 
tions for  an  Arrangement  of  Loop  Terminals  to  Take  the 
Place  of  the  Present  Tenninals.— Recommendations  as 
to  the  Disposition  of  the  Present  Terminals.— Table 
Showing  the  Capacity  Required  of  Terminals.— Recom- 
mends a  System  of  Routing  to  Eliminate  Largely  the  Use 
of  Transfers.— Reasons  for  Desirability  of  Double  Truck 
Cars.— Teaming  Conditions  and  Their  Influence  on  Car 
,  Traffic— Speed  of  Cars,  Showing  Reasons  for  Not  Fur- 

ther Limiting  the  Speed.— Report  on  the  System  of 
Transfers  in  Use.— Recommendations  for  the  Building 
of  Additional  Tracks  to  Better  Serve  the  Public. 


It  is  hard  for  the  casual  observer  to  see  why  good  business 
practice  would  not  prompt  the  owners  and  operators  of  the  sev- 
eral street  railway  properties  to  operate  a  sufficient  number  of 
eats  to  adequately  accommodate  the  people  if  it  were  possible  to 
^o'^o.  It  is  very  evident  to  the  ordinary  observer  that  large 

31 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


numbers  of  people  living  within  a  two-mile  limit  of  the  bnsinesfl 
center  are  walking  morning  and  night  Some  of  ih<«e  walk 
from  choice,  but  the  most  of  them  do  not  An  observation  taken 
any  moming  between  7  and  8  o'clock  or  any  evening  between 
5:30  and  6:3(3,  on  any  of  the  princii>al  thoroughfares  at  a  point 
one  mile  from  Madison  and  State  streets,  will  demonstrate  the 
correctness  of  this  statement.  At  the  same  time  it  will  be 
observed  that  every  car  passing  the  point  of  observation  is  loaded 
to  a  pwdt  where  it  would  be  impracticable  to  take  on  more  pas- 
sengers. 

BEASONS  FOB  PB£S£NT  CONDITIONS. 

There  are  three  prime  reasons  for  the  present  conditions  in 
the  business  district  during  rush  hours : 

First— The  present  terminal  facilities,  as  arranged,  are 
utterly  inadequate. 

Second.— The  operation  of  cars  by  cable  power  prohibits  the 
use  to  their  maximum  capacity  of  the  terminal  facilities  that  are 
l)rovided. 

Third.— The  lack  of  electrie  power  in  the  business  district 

There  are  now  in  operation,  during  the  hours  of  maximum 
traffic  on  the  lines  that  enter  the  business  district,  1,379  cars, 
consisting  of: 

772  cable  cars. 

97  electric  motors  trailed  on  cable  trains. 
510  electric  cars. 

The  869  cable  cars  and  electric  cars  trailed  on  cable  are  oper- 
ated around  five  loops. 

The  510  electric  cars  are  operated  around  one  loop  and  <» 
five  stub  end  terminals— 34  of  tiiem  being  hauled  by  horses  eight 
blocks  each,  every  round  trip. 

In  the  case  of  the  cable  loop  serving  the  Blue  Island  and  Hal- 
sted  Street  Cable  lines,  three  sides  of  the  loop,  Van  Buren,  Dear- 
bom  and  Adams  street,  are  used  jointly  by  electric  cars— the  cars 
running  on  two  sides,  Dearborn  and  Adams  streets,  being  eleoMo 
cars  towed  by  horses. 

The  North  Division  Gable  loop  crosses  the  Madison  and  Mil- 
wbxAm  Avenue  Cable  loop  twice  on  La  Salle  street  and  twice 
on  Dearborn  street.  The  West  Division  Cable  runs  under  the 
North  Division  Cable  at  each  of  these  crossings,  necessitating  the 
dropping  and  picking  up  of  the  cable  by  each  train  four  times 
in  roimding  the  loofj^.  The  distance  betwe^  the  '4et-go"  and 


INADEQUACY  OF  PRESENT  SERVICE 


33 


the    pick-up point  in  each  case  is  about  50  feet  and  for  that 

distance  the  train  is  running  by  momentum.  As  this  point 
where  the  train  is  running  by  momentum  is  across  a  street  inter- 
section it  very  frequently  occurs  that  the  train  is  cut  off  by  a 
team  which  brings  it  to  a  stop  at  a  point  where  the  rope  cannot 
be  picked  up.  It  then  becomes  necessary  to  push  the  train  to 
the  pick-up"  point  by  hand.  The  North  Division  Cable  being 
over  the  West  Division  Cable  at  these  crossing  points,  it  is  im- 
possible for  a  North  Division  train  to  run  closer  to  the  crossing 
point  than  100  feet,  while  the  West  Division  train  is  making  a 
crossing.  If  it  did,  the  North  Division  rope  would  be  raised  to 
a  point  where  the  West  Division  grip  would  cut  it,  resulting  in  a 
tie-up  of  all  the  North  Division  Cable  lines  for  hours. 

These  crossing  points,  with  the  attendant  difficulties  of  opera- 
tion, materially  reduce  the  capacity  of  these  two  loops  over  what 
it  would  be  if  operated  electrically. 

The  headway  on  the  North  Division  loop  is  a  train  of  one 
grip  and  two  trailers  every  40  seconds,  or  say  one  car  every  20 
seconds.  The  headway  on  the  West  Division  loop  is  a  train 
every  53  seconds,  or  one  car  every  26i/>  seconds.  With  the  diffi- 
culties of  operation  it  is  impracticable  to  operate  more  trains 
around  these  two  loops,  and  as  the  city  ordinances  prohibit  the 
operation  of  more  than  one  grip  and  two  trail  cars  in  one  train, 
it  is  obvious  that  the  maximum  service  that  can  be  given  on  all 
the  North  Division  Cable  lines  and  on  the  Milwaukee  Avenue 
and  Madison  Cable  lines  of  the  West  Division  has  been  reached. 

The  loop  serving  the  Blue  Island  and  Halsted  Street  Cable 
lines  runs  on  Van  Buren,  Dearborn,  Adams  and  Franklin  streets. 
Van  Buren  street  is  very  much  congested  by  team  traffic,  and 
having  the  elevated  structure,  was  picked  out  as  a  street  on  which 
an  overhead  trolley  wire  could  be  placed.  There  being  such 
limited  facilities  for  electric  cars  in  the  business  district,  those 
that  do  exist  are  utilized  to  their  fullest  capacity  for  electrical 
operation,  which  tends  to  reduce  the  chance  for  cable  operaticm 
via  Van  Buren  street. 

There  are  54  cable  cars  and  80  electric  cars  operating  on  Van 
Buren  street  east  of  Fifth  avenue,  giving  a  headway  of  less  than 
one  car  every  20  seconds.  The  80  electric  cars  stub-end  at  State 
street  and  cross  back  to  the  west-bound  track.  Platform  gates 
have  to  be  changed,  trolley  turned,  fenders  put'Up  on  one  end  and 
let  down  on  the  other,  and  the  motorman  has  to  change  from  one 
end  of  the  car  to  the  other  and  adjust  his  controller  and  reverse 


54 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


handles.  At  this  point  the  cars  also  discharge  and  take  on  the 
bulk  of  their  })asseugers.  It  is  impracticable  to  operate  this  stub 
terminal  on  a  much  closer  headway  than  20  seconds.  Should 
the  headway  on  the  calble  lines  operating  on  this  cable  loop  be 
diminished,  the  headway  for  the  Van  Buren  and  Twelfth  Street 
Electric  lines  would  have  to  be  lengthened. 

Over  Adams  street,  passing  the  Union  Depot,  are  routed  the 
Harrison  Street  lines,  also  the  Fulton  Street  line  of  the  Chicago 
Consolidated  Traction  Company,  terminating  at  State  street. 
The  overhead  trolley  wire  stops  at  Fifth  avenue  and  the  34  cars 
operating  on  the  above  two  lines  have  to  be  hauled  from  Fifth 
avenue  to  State  street  and  back  by  horses.  Adams  street  forms 
the  north  side  of  the  Blue  Island  and  Halsted  Street  Cable  loop, 
and  over  this  street  is  also  operated  the  54  cable  cars  of  the  two 
lines.  For  the  past  three  years  it  has  been  no  uncommon  sight 
to  see  Adams  street  lined  with  cars  as  far  west  as  the  bri<^e, 
awaiting  the  unloading  of  stone  wagons  at  the  Post  Office  site. 
All  the  incoming  Union  Depot  passengers  patronizing  these  lines 
desiring  to  reach  State  street  are  liable  to  be  subjected  to  these 
delays  several  times  each  day.  Under  the  existing  conditions  it 
is  impracticable  to  operate  more  cars  on  Adams  street. 

On  Madison  street,  between  Clinton  and  Fifth  avenue,  are 
operated  the  Canalport  and  Twenty-first  Street  line  and  the  Tay- 
lor Street  line,  with  16  and  10  cars  respectively.  The  overhead 
wire  ends  at  Fifth  avenue,  and  in  order  to  give  as  much  benefit 
as  possible  from  the  operation  of  these  cars  under  the  limited 
trolley  wire  facilities  in  the  down-town  districts,  they  are  taken 
north  on  Fifth  avenue  and  Wells  street  to  Kinzie  street,  forming 
a  pretty  fair  connection  between  the  Union  and  Northwestern 
Depots;  but  the  regular  patrons  are  compelled  to  walk  from 
Fifth  avenue  if  they  desire  to  reach  the  shopping  district  to  the 
east.  Horses  could  be  used  here  to  haul  the  cars  over  Madison 
street  to  State  street  did  not  the  Madison  and  Milwaukee  cable 
occupy  Madiscm  street  imder  a  26^^  second  headway. 

Lake  street  from  Fifth  avenue  to  Dearborn,  and  the  loop 
formed  by  Dearborn,  Eandolph,  State  and  Lake  street  tracks^ 
serve  as  terminal  facilities  for  169  electric  cars  operating  on 
Ogden  avenue.  Division  street,  Chicago  avenue.  Grand  avenue, 
Indiana  street,  Elston  avenue  and  North  State  street.  The  head- 
way on  this  loop  and  on  Lake  street,  east  of  Fifth  av^ue,  is  less 
than  20  seconds.  Lake  street  is  badly  congested  with  team  traffic 
which  is  prohibited  from  leaving  the  street  car  tracks  by  teams 


INADEQUACY  OF  PRESENT  SERVICE 


35 


standing  between  the  curb  and  the  uprights  of  the  elevated  struc- 
ture, set  about  two  feet  outside  of  the  car  tracks.  Under  the 
existing  conditions  it  is  impracticable  to  operate  more  cars  on 
Lake  street. 

Clark  street,  from  Washington  street  to  the  rivw,  famishes 
terminal  facilities  for  the  Larrabee  and  Sedgwick  Street  lines, 
operating  13  and  12  cars  respectively,  giving  a  65  second  head- 
way on  the  terminal.  While  more  cars  could  be  operated  on  this 
terminal,  it  is  unfortunately  located  with  reference  to  the  dis- 
tricts for  which  more  electrical  terminal  capacity  is  needed.  It 
cannot  be  used  by  West  DivisicMi  cars,  as  those  cars  cannot  reach 
it  owing  to  the  already  congested  condition  of  the  Lake  street* 
tracks  west  of  Clark  street.  It  cannot  be  reached  over  anv  other 
street  hut  Lake  street,  as  no  other  east  and  west  streets,  except 
Van  Buren  street,  has  a  trolley  wire.  Forty-six  per  cent  of  the 
North  Division  business  is  done  on  the  cable  lines  and  as  long 
as  the  four  principal  arteries  leading  to  the  North  Division,  viz : 
Clybowni  avenue,  Lincoln  avenue,  Wells  street  and  North  Clark 
street,  are  maintained  exclusively  as  cable  lines  it  will  be  im- 
possible to  bring  more  electric  cars  to  the  business  center  to 
utilize  electrical  tenninals. 

Dearborn  street,  from  Kinzie  street  to  Randolph  street,  is 
equipped  electrically  and  is  used  by  the  line  conn^ecting  the 
Northwestern  and  Polk  Street  Depots,  and  also  forms  one  side  of 
the  electric  loop  serving  the  lines  entering  over  Lake  and  Xoi-th 
State  street.  The  cars  on  this  depot  line  are  pulled  by  horses, 
on  Dearborn  street  between  Randolph  and  Van  Buren  streets, 
where  an  overhead  wire  is  reached  on  which  the  cars  complete 
the  trip.  In  traversing  Dearborn  street  between  Eandolph  and 
Van  Buren  streets  by  horse  power  it  very  materially  interferes 
with  the  operation  of  the  North  Side  Cable  lines  and  the  Blue 
Island  and  Halsted  Street  Cable  lines. 

State  street  has  an  overhead  wire  from  the  river  to  Lake  street, 
but  as  the  State  Street  bridge  has  been  in  course  of  reconstruction 
for  months,  this  terminal  has  been  useless  and  the  North  State 
street  cars  have  been  taken  over  the  Dearborn  Street  bridge  and 
around  the  Eandolph  street  electric  loop,  thus  further  congesting 
it.  The  State  street  terminal,  when  in  operation,  lands  its  pas- 
sengers too  far  north  to  be  popular  or  of  much  value. 

The  Eandolph  Street  bridge  has  been  in"  process  of  recon- 
structicm  for  some  time  and  has  consequently  been  unavaik^ble 
for  street  car  operation. 


36 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


The  Harrison  Street  bridge  has  been  condemned  for  street 
car  operation  for  a  number  of  years. 

Fifth  avenue  has  a  trolley  wire  from  the  river  to  Twelfth 
!?treet,  under  the  elevated  structure  from  Lake  street  to  Van 
Buren  street,  but  it  is  principally  used  by  the  cars  of  the  Chicago 
C'onsolidated  Traction  Company,  furnishing  transportation  be- 
tween the  Northwestern  and  Grand  Central  Depots.  Fifth 
avenue  is  too  far  west  to  be  of  much  use  as  a  terminal. 

There  are  only  three  arteries  entering  the  business  district 
from  the  South  Division,  available  for  street  car  operation,  viz : 
Wabash  avenue,  State  street  and  Clark  street  Wabaah  avenue 
and  State  street  are  exclusively  for  cable  use,  leaving  only  Clark 
street  for  electrical  uses.  Over  these  three  streets  are  routed 
638  cars.  Wabash  avenue  has  94  trains,  and  trails  60  Indiana 
avenue  electric  cars  from  Eighteenth  street  around  the  Randolph 
street  cable  loop,  giving  a  headway  of  one  ia»iii  every  56  seconds, 
or  one  car  every  18  seconds. 

State  street  has  89  trains  and  trails  from  Archer  avenue  37 
Archer  avenue  electric  cars  and  53  Ashland  avenue  electric  cars, 
giving  a  headway  on  State  street  north  of  Archer  avenue  and 
around  the  Lake  street  loop  of  one  train  every  52  seconds,  or  one 
car  every  26  seconds. 

More  cars  could  be  operated  around  these  cable  loops  if  the 
power  houses  and  ropes  would  pull  them ;  but  owing  to  the  large 
number  of  heavy  electric  motor  cars  that  are  trailed,  the  power 
houses  are  at  present  taxed  to  their  utmost  capacity  and  the  life 
of  the  cables  is  reduced  to  the  minimum  compatible  with  prac- 
tical operation.  It  must  be  borne  in  mind  that  not  only  is  the 
electric  car  much  heavier  than  the  cable  car,  but  the  motor  arma- 
tures being  geared  to  the  car  axles  by  small  pinions  on  the  arma- 
ture  shafts,  the  armatures  must  be  revolved  by  the  car  wheels  at 
a  speed  largely  in  excess  of  the  speed  of  the  car  wheels,  which 
augmented  by  the  electrical  reactions  in  the  motors,  materially 
increases  the  draw  bar  pull  required  to  move  such  a  train  over 
what  would  be  required  to  move  an  ordinary  cable  train.  In 
accelerating  a  cable  train  to  which  is  attached  one  of  these  heavy 
motor  cars,  a  much  firmer  hold  must  be  taken  of  the  rope,  and  as 
the  rope  continues  to  move  at  its  normal  speed  while  the  heavier' 
train  is  accelerating,  the  wear  on  the  rope  is  abnormally  great. 
In  retarding  a  cable  train  to  whiA  a  motor  car  is  attadied,  the 
revolution  of  the  armatures  must  be  retarded  as  well  aa  flie  car, 
and  this  extra  work  placed  on  the  braking  mechanism  of  a  train 


INADEQUACY  OF  PRESENT  SERVICE 


37 


is  a  fruitful  source  of  accidents.  Altogether  the  trailing  of 
motor  cars  on  cable  trains  is  an  undesirable  method  of  operation 
and  would  not  be  resorted  to  if  other  terminal  facilities  were 

available. 

Over  the  Clark  street  terminal  are  operated  239  electric  cars 

stub-ending  at  AVashington  street.  The  headway  on  Clark  street 
north  of  Twenty-second  street  is  about  26  seconds.  The  opera 
tion  of  changing  ends,  adjusting  fenders,  and  turning  trolleys 
changing  gates  and  crossing  over  to  the  south-bound  track,  has 
to  be  gone  through  with.  Passengers  have  to  be  discharged  and 
taken  on,  and  it  is  hardly  possible  to  get  out  of  the  switdi  in  the  26 
seconds  allowed.  The  fact  that  the  north-bound  track  is  lined  with 
cars  bumper  to  bumper,  as  far  south  as  Twelfth  street,  ahuost 
every  evening  during  the  rush  hour,  is  conclusive  proof  that  the 
operation  is  not  accomplished  in  26  seconds.  In  reaching  the 
Washington  street  terminus,  the  congested  car  traffic  <m  the  east 
and  west  lines  on  Van  Buren  street,  Adams  street,  Monroe  street 
and  Madison  street,  as  well  as  the  heavy  vehicle  traffic  on  Jack- 
son boulevard,  have  to  be  crossed.  Under  the  present  conditions 
it  is  impracticable  to  operate  more  cars  on  Clark  street. 

If  a  loop  could  be  provided  for  this  Clark  street  traffic,  it  could 
be  operated  much  more  satisfactorily;  but  all  the  streets  inter- 
secting Clark  street  and  paralleling  it  on  each  side  are  occupied 
by  tracks  of  the  Union  Traction  Company. 

It  must  be  apparent  to  anyone  who  will  thoroughly  investi- 
gate the  ruling  conditions,  that  very  little  improvement  can  be 
made  in  the  surface  transportation  situation  unless  a  radical 
change  is  made  in  such  conditions. 

THE  ElilMINATIOH  OF  THE  CABLB  SYSTEM.' 

There  was  a  time  in  the  development  of  Chicago  and  its  trans- 
portation business  when  cable  operation  seemed  to  be  all  that 
could  be  desired.  Ideas  on  most  all  subjects  are  formed  through 
comparison.   At  the  time  cables  were  installed  in  Chicago,  all 

street  cars  were  operated  by  horses,  and  electricity  as  a  motive 
power  was  in  its  most  experimental  stage.  Cable  operation  was 
such  an  improvement  on  horse  operation  that  every  one  consid- 
ered it  ideal.  Later  developments  in  electrical  operation  have 
made  it  as  mudi  more  desirable  than  cable  operaticm  as  cable  op- 
eration was  to  horse  operation.  Under  all  installations  of  cable 
systems  prior  to  the  installation  of  the  Broadway  cable  in  New 
York,  operations  of  cars  in  trains  was  considered  the  proper  meth- 


38 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


od.  The  single  car  operatian  on  Broadway  as  well  as  the  single 
car  electrical  operation  demonstrated  the  snperiority  of  the  single 

car  method.  Two  or  more  cars  operated  in  a  train  decreases  the 
frequency  of  cars  on  the  street;  increases  the  number  of  stops 
in  the  ratio  that  the  larger  number  of  passengers  on  the  train 
bears  to  the  capacity  of  a  single  car;  requires  more  time  for 
acceleration  and  retardation;  in  taking  up  the  lost  motion  in 
drawbar  connections  due  to  wear,  an  extremely  unpleasant  effect 
is  transmitted  to  the  car ;  the  surge  of  the  slack  in  the  cable  com- 
municates a  jerky  movement  to  the  car;  owing  to  the  length  of 
the  train  and  ordinances  prohibiting  the  blocking  of  crossings 
by  cars,  passengers  on  the  forward  cars  are  carried  beyond  the 
foot  path  to  the  sidewalk  and  are  frequently  compelled  to  alight 
in  the  mud;  the  necessity  for  transmitting  signals  through  one 
or  more  hands  endangers  the  safety  of  the  passenger ;  the  added 
weight  of  a,  train  over  a  single  car  requires  greater  distance,  more 
time  and  more  power  for  braking  and  many  collisions  and  acci- 
dents are  traceable  to  train  operation  that  would  not  happen 
under  single  car  operation ;  congestion  in  crowded  thoroughfares 
is  increased  through  the  continuous  occupation  of  space.  The 
foregoing  are  a  few  of  the  disadantages  of  train  operation.  There 
is  nothing  to  be  said  in  favor  of  the  method,  not  even  from  an 
ownership  standpoint.  The  money  saved  in  drivers'  wages  is 
more  than  dissipated  in  the  accident  account.  Nearly  all  of  the 
objectionable  features  to  train  operation  by  cable  power,  apply 
to  train  operation  by  electric  power,  and  the  operation  of  trailers 
on  electric  motors  should  be  discouraged. 

Cable  oj>eration  as  a  system  is  objectionable  because  the 
movement  of  a  large  number  of  people  is  entirely  dependent  on 
the  care  of  one  man,  the  gripman  at  the  levers.  If  he  fails  from 
any  reason  to  drop  the  cable  at  or  within  10  feet  of  a  designated 
spot,  the  cable  sustains  damage,  which  not  only  delays  the  pas- 
sengers on  the  one  train  that  causes  the  damage,  but  completely 
stops  the  entire  operation  of  the  whole  line  until  the  damage  is 
repaired.  Under  some  of  the  Chicago  installations  the  cable  on 
one  street  is  driven  by  the  cable  on  another  street,  so  not  only 
is  the  line  on  which  an  accident  occurs  stopped,  but  all  other 
dependent  lines  are  stopped. 

When  cables  were  introduced  in  Chicago,  naturally  the  in- 
stallation was  made  on  streets  on  which  the  traffic  was  the 
greatest.  Having  cabled  these  streets,  horse  cars  had  to  be 
eliniinated  from  them  or  lose  the  b^efits  in  speed  conferred  by 


INADEQUACY  OF  PRESENT  SERVICE 


39 


t 


the  cable.  This  very  materiallv  curtailed  the  elasticitv  of  rout- 
ing  and  compelled  a  much  larger  usage  of  transfers.  Former 
horse  lines  that  were  routed  direct  to  the  business  center  were 
transformed  into  feeder  lines  for  the  cable;  hence  the  dead  track- 
age in  the  business  center.  When  ordinances  were  secured  for 
the  conversion  of  horse  tracks  into  electric  tracks,  the  right  to 
operate  the  cable  tracks  by  electric  i)ower  was  withheld  and  the 
overhead  trolley  was  prohibited  in  the  down-towii  district,  thus 
perpetuating  the  conditions  from  which  the  people  were  already 
suffering.  After  several  years  of  most  unsatisfactory  operation, 
electric  terminal  facilities  were  granted  over  a  few  of  tiie  horse 
tracks  in  the  business  center,  which  relieved  the  situation  to 
some  extent  at  that  time,  but  the  travel  has  now  outgrown  those 
facilities.  At  the  time  the  grant  was  made  for  these  down-town 
trolley  wires,  Fifth  avenue  on  the  west.  Van  Buren  street  on  the 
south  and  Lake  street  on  the  north  were  established  as  'Mead 
lines"  within  which  no  trolley  would  be  allowed.  Later  grants 
permitted  wires  on  (^lark  street  within  this  district.  The  above 
named  streets  w^ere  selected  as  the  boundary  lines,  as  they  were 
already  occupied  by  the  elevated  structure.  The  occupancy  of 
these  streets  by  the  elevated  structure  increased  the  congestion 
already  existing— these  streets  being  natural  highways  for  team 
traffic— and  when  the  added  burden  of  electric  cars  was  intro- 
duced, the  congestion  became  abnormal.  All  etTorts  on  the  part 
of  the  Traction  (Companies  and  the  City  Authorities  to  agree 
upon  an  amicable  and  satisfactory  way  of  electrically  equipping 
the  cable  and  horse  lines,  and  the  dead  tracks  in  the  business 
center,  in  order  to  furnish  terminals  for  electric  cars,  have  failed 
up  to  the  present  time. 

BEGOMMENDATIOKS. 

The  foregoing,  it  seems  to  me,  sets  forth  the  conditions  as  they 
exist,  and  the  causes  which  led  up  to  these  conditions  have,  1 
believe,  been  impartially  and  conservatively  stated.  Serious 
conditions  require  radi(»l  treatiM||iBpid  the  following  recom- 
mendations  are  respectfully  submitted,  with  a  belief  that  their 
adoption  will  give  to  the  citizens  of  Chicago  as  good  surface  line 
transportation  facilities  as  can  be  given  under  the  separate  owner- 
ship and  operation  of  territory  at  present  existing : 

First— All  cable  operation  should  be  abandoned  and  the  cable 
trackage  converted  to  either  overhead  trolley  or  under- 
ground conduit  for  electrical  propulsion  of  cars. 


# 


40 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Second.— The  territory  embraced  by  the  river  on  the  north  and 
west,  and  Twelfth  street  on  the  south  should  be  used  in 
common  by  all  companies  for  the  proper  location  of  loop 
tracks  for  terminal  facilities,  all  these  business  oentar 

tracks  to  be  of  the  underground  electric  conduit  type. 

Third.— Cars  should  be  routed,  so  far  as  practicable,  via  trunk, 
avenue,  and  cross-town  lines  combined,  in  such  manner 
as  to  serve  the  maximum  amount  of  travel  with  tite 
minimum  use  of  transfers. 

Foui"th.— Sufficient  ears  of  the  double  truck  pattern,  equipped 
with  brakes  operated  by  other  than  hand  power,  ade- 
quately heated  during  cold  weatiier,  and  operated  singly, 
should  be  provided  for  all  through  lines,  although 
lighter  cars  could  be  used  on  the  cross-town  line  service. 

Fifth.— On  all  well  paved  streets  all  rails  on  new  track  built  and 
on  all  tracks  when  renewed,  should  be  of  the  grooved 
type,  designed  on  such  lines  that  the  groove  will  be 
cleaned  by  the  passage  of  the  wheel  flange  and  present- 
ing the  least  obstruction  to  crossing  v^des,  and  ex- 
tending the  least  invitation  to  tracking  vehicles.  Where 
such  rails  are  laid  the  pavement  should  be  kept  clean. 

To  accomplish  the  first  and  second  recommendations  involves, 
on  the  part  of  the  Traction  Companies,  a  very  large  expenditure 
of  money  and  an  abandonment  of  extensive  equipment  from 
whidi  little  salvage  can  be  obtained.  The  expensive  part  of 
cable  installation  is  the  track,  curve  and  vault  construction. 
The  yokes  used  in  a  large  part  of  Chicago  cable  construction 
were  designed  for  a  shallow  rail,  and  to  carry  the  ordinary  single 
truck  street  car  weighing  about  five  tons.  They  are,  therefore,  not 
suitable  for  the  operation  of  25  ton  double  truck  electric  cars  such 
as  are  now  being  operated  on  South  Clark  street  and  on  some  of 
the  West  Side  lines.  The  correctness  of  this  statement  is  verified 
by  the  ])rosent  condition  of  the  Milwaukee  avenue  cable  track, 
over  which  only  ten-ton  motor  cars  have  been  in  operation  for  a 
few  years.  The  abandonment  of  the  cable  systems  and  the  sub- 
stitution of  electric  tracks  means  an  entire  rebuilding  of  most 
of  the  cable  trackage.  Power  house  engines  and  other  machinery 
designed  for  cable  use  cannot  be  utilized  to  advantage  in  electrical 
operation.  While  this  heavy  expenditure  of  money  and  the 
abandonment  of  property  by  the  companies  is  involved,  the  effort 
to  obtain  for  the  people  adequate  and  up-to-date  transportation 


INADEQUACY  OF  PRESENT  SERVICE 


41 


facilities  is  the  paramount  object  to  be  obtained  in  the  adjust- 
ment of  the  transportation  question.  An  estimate  in  detail  of 
the  cost  of  building  underground  conduit  electric  track  is  given 
elsewhere  in  this  report 

BBIATIVE  MEBITS  OF  OVERHEAD  TBOLL.EY  AND  CONDUIT  SYSTEMS. 

Experience  with  the  overhead  trolley  wire  in  Chicago,  as  wdl 
as  in  otlier  large  cities,  has  demonstrated  that  its  advantages  far 
exceed  it  disadvantages.  There  is  practically  no  increased 
danger  in  its  use  in  the  average  business  or  residential  districts, 
except  that  due  to  the  increased  speed  of  the  cars.  In  these  dis- 
tricts the  buildings  are  not  of  such  height  as  to  require  the  hoist- 
ing of  long  ladders  or  stand  pipes  by  the  fire  departm^t  in  case 
of  fires,  and  as  modemly  constructed  trolley  lines  are  provided 
with  frequent  current  cut-out  points,  very  little,  if  any,  danger 
is  experienced  from  contact  with  live  wires  in  suppressing  fires. 
There  have  been  very  few  recorded  instances  of  damage  arising 
from;  broken  or  falling  wires,  and  such  as  have  occurred  have 
been  more  than  fully  offset  by  damages  sustained  by  persons  and 
property  from  the  open  cable  or  electric  slots  in  the  street  sur- 
faces through  the  catching  of  horseshoe  calks  and  the  dropping 
in  of  hght  vehicle  wheels.  In  congested  districts,  like  the  busi- 
ness center  of  Chicago,  where  the  buildings  attain  such  heights, 
and  where  even  a  lamp  post  on  the  sidewalk  is  an  obstrudion, 
pole  setting  and  overhead  wires  should  be  proMbited.  Outside 
of  this  district  objections  to  the  overhead  trolley  are  mainly  on 
account  of  its  appearance.  While  conduit  construction  is  prefer- 
able and  should  ultimately  be  required  on  all  densely  populated 
streets  occupied  by  the  railway  companies'  tracks,  its  relative 
importance  to  the  entire  transportation  problem,  and  conse- 
quently the  amount  to  be  constructed  now,  should  be  determined 
by  your  Honorable  Body.  It  seems  to  be  a  question  of  balancing 
esthetic  considerations  against  financial  ones.  Under  any  cir- 
cumstances overhead  construction  should  not  be  permitted  inside 
of  the  district  hounded  by  the  river  on  the  north  and  Twelfth 
street  on  the  south. 

PIANS  FOB.  BOUTING  OF  CARS  AND  THE  RELATION  THERETO  OF  THE 

PBESENT  TUNNELS. 

Map  No.  1  shows  the  present  tracks  in  the  district  embraced 

by  the  river  on  the  north  and  west  and  Twelfth  street  on  the 
south,  showing  the  tracks  in  use  for  present  tenninals  and  the 
tracks  not  in  use,  or  what  are  commonly  known  as  ^^dead  tracks." 


42  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Map  No.  2  shows  an  arrangement  of  loops,  eleven  in  number, 
three  from  the  South  Division,  three  from  the  North  iMvision, 
and  five  from  the  West  Division,  entirely  independent,  in  which 
^rade  crossings  are  eliminated,  except  where  the  traffic  operat- 
ing on  each  loop  crosses  itself  to  avoid  running  against  vehicle 
traffic,  which  custom  has  decreed  shall  keep  to  the  right.  It  is 
impossible  to  devise  loops  where  one  street  has  to  be  used  for  two 
tracks  and  also  observe  the  right  of  team  traffic  without  crossing 
the  car  traffic  at  some  point  on  the  loop.  It  is  plain  that  in  mak- 
ing the  choice  between  tw^o  evils,  viz.,  the  crossing  of  car  traffic, 
or  the  running  against  team  traffic,  tlu^  lesser  has  been  chosen. 
The  crossing  of  car  traffic  on  the  loop  cannot  be  considered  as 
reducing  its  capacity  much  more  than  the  crossing  of  the  track 
at  any  point  by  a  team.  It  is  plain  that  this  plan  furnishes  as 
much  terminal  capacity  as  can  be  obtained  in  the  limited  area 
available  on  the  surface.  In  this  plan  the  three  tunnel  entrances 
now  in  existence  within  the  business  district  are  incorporated, 
and  it  seems  to  be  essential  in  whatever  i)lan  is  adopted,  either 
surface  or  subway,  that  the  jnesent  tunnels  be  lowered  in  order 
to  provide  a  deeper  channel  in  the  river  to  maintain  marine 
tn^  and  retain  our  present  and  r^ain  our  former  marine 
commerce.  If  the  tunnels  are  lowered  a  sufficient  amount  to 
accommodate  marine  traffic  the  present  tunnel  entrances  must  be 
extended  in  both  directions  at  least  one  block,  in  order  that  the 
grades  may  not  become  prohibitive  for  the  operation  of  electric 
cars.  It  is  obvious  that  whatever  plan  of  surface  terminals  may 
be  adopted,  which  involves  the  use  of  and  lowering  of  the  i^resent 
tunnels,  must  be  open  to  this  objection.  It  therefore  seems  to 
me  that  it  is  impracticable  to  lower  the  present  tunnels  and  re- 
tain them  for  surface  street  car  operation. 

Map  No.  3  is  a  modification  of  the  plan  shown  on  Map  No.  2 
and  eliminates  the  use  of  the  tunnels  and  provides  for  through 
traffic  between  divisions,  but  is  based  upon  the  assumption  that 
grade  crossings  will  be  i)ermitted,  and  that  the  two  companies 
could  amicably  arrange  for  the  joint  use  of  tracks  in  the  business 
district.  La  Salle,  Washington  Street,  and  Michigan  Avenue 
are  left  free  of  tracks,  and  thus  could  be  utilized  for  boulevard 
purposes,  or  team  traffic.  This  arrangement  of  terminals  serves 
the  largest  street  mileage  by  all  lines  of  cars  that  I  have  been 
able  to  devise,  and  makes  it  i)ossible  to  deliver  almost  all  of  the 
passengers  to  State  Street,  and  all  to  Dearborn  Street.  (For 
routing  of  cars  under  this  plan  see  Appendix  D.)    By  the  adop- 


INADEQUACY  OF  PRESENT  SERVICE 


43 


tion  of  this  plan,  which  could  be  put  into  operation  in  a  very 
short  time  after  once  agreed  upon,  the  destruction  of  the  present 
tunnels  could  at  once  take  place,  and  thus  remove  the  present 
barriers  to  marine  traffic,  and  at  the  same  time  leave  it  possible 
and  practicable  to  construct  whatever  system  of  subways  may 
ultimately  be  decided  upon  without  the  necessity  of  adhering  to 
the  location  of  the  present  tunnels.  It  should  not  be  inferred 
from  this  that  I  advocate  the  complete  destruction  of  all  the  pres- 
ent tunnels,  for  it  is  possible  and  reasonably  certain  that  one  or 
more  of  them  could  be  used  in  a  subway  system.  The  tops  of 
such  tunnels  could  be  inunediately  lowered  and  accommodate 
marine  traffic,  and  the  remainder  of  the  work  preserved  for 
future  use  in  connection  with  the  subways.  It  is  feasible  to 
handle  the  present  traffic  under  this  arrangement,  for  the  reason 
that  modern  bridges  have  largely  been  constructed  and  are  being 
constructed,  and  the  handling  of  the  river  traffic  has  of  late  years 
been  controlled  in  such  a  manner  that  interference  with  street  car 
traffic  could  be  borne  with  until  the  subway  tunnels  could  be  con- 
structed. It  should  be  thoroughly  understood,  however,  that  if 
any  attemi)t  to  lower  the  tunnels  is  made,  they  should  be  lowered 
a  sufficient  amount  to  permanently  acconunodate  the  probable 
marine  traffic  of  the  future. 

TRAFFIC  coimmoNs. 

As  showing  how  near  the  eleven  terminal  loops,  as  given  on 
either  map  No.  2  or  No.  3,  would  provide  facilities  for  the  traffic 
from  the  three  divisions,  the  following  is  submitted. 

It  was  necessary  to  ascertain  what  proportion  of  the  total 
passengers  carried  by  the  two  companies  from  the  three  divisions 
was  carried  into  the  business  center  during  the  entire  day  and 
during  the  morning  and  night  ' '  rush, ' '  and  as  their  records  did 
not  show  this  information  it  was  necessary  to  make  some  assump- 
tions and  estimates,  which  I  am  convinced  are  approximately 
correct 

It  was  ascertained  that  20  per  cent  of  the  total  passengers 
carried  were  carried  on  cross  lines,  lines  not  having  a  terminal 
in  the  business  center.  Deducting  this  20  per  cent,  left  the  pas- 
sengers carried  on  trunk  lines  terminating  down  town.  Prom 
this  number  was  deducted  25  per  cent  for  fliose  passengers  riding 
on  trunk  lines  but  not  coming  to  the  business  center.  This  left 
the  number  of  passengers  that  were  brought  into  and  taken  out 
of  the  business  center  on  trunk  lines  during  the  entire  day.  As 


44 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


the  present  service  given  during  the  middle  of  the  day  is  less 
than  50  per  cent  of  the  maximnm  service  during  the  rush  hours, 

and  as  the  cars  during  the  middle  of  the  day  are  only  moderately 
well  filled,  a  deduction  of  25  per  cent  was  made  to  arrive  at  the 
numher  of  passengers  hauled  during  the  rush  hours.  The  rnsli 
hours  are  embraced  within  90  minutes  in  the  evening  and  a  some- 
what longer  period  in  the  morning,  but  for  the  purpose  of  ihis 
estimate  it  is  assumed  that  the  intervals  are  equal.  By  dividing 
the  number  thus  obtained  by  two,  we  have  the  number  for  which 
capacity  must  be  provided  during  ninety  minutes  each  morning 
and  evening.  By  a  further  deduction  of  one-third,  the  number 
handled  in  one  hour  is  obtained. 


Per  daj. 


Oti  tilt  at  ni^kt  to  lie  moved  in  90  misntee. 
TofeeawvedperlMm,  tw<»4iards.  


Owm  Tbak  Emdivo 

1901. 

JimiK30,19Q(l. 

1  Ybar. 

South  Div. 

North  Div. 

West  Div. 

Total. 

.117,127,732 

56,807,083 

99,329,815 

273,264,630 

.  23,425,546 

11,361,416 

19,865,%3 

54,652,925 

.  93,702,186 

54,445,667 

79,463,852 

218,611,705 

.  23,425,546 

11,361,416 

19,865,%3 

54,652,925 

.  70,276,640 

34,084,251 

59,597,889 

163,958,780 

.  17,569,160 

8,521,062 

14,899,472 

40,989,695 

.  52,707,480 

25,563,189 

44,698,417 

122,%9,08S 

70,036 

mm 

336,901 

72,202 

35,018 

168,450 

35,018 

61,231 

168,451 

48»13S 

33^ 

112,302 

The  hourly  capacity  of  a  loop  under  a  given  headway  is  the 
carrying  capacity  of  the  number  of  cars  that  pass  a  given  point 

on  the  loop  in  one  hour. 

Assuming  60  passengers  to  the  car,  which  would  be  a  comfort- 
able load  for  a  double-truck  car,  a 


30 
25 
29 
12 


M 
M 


iMSdway  wonkt  give,  120  cars.  Capacity  1  loop  per  hr   7,200  ps. 

u  M        «  "  «        1   "        "    8,640  " 

»4  M        4t     181)    «  *'         1    **         **   10,800  " 

u  ****a40"         "        1**        "   14,400  •* 

M  U  M       3^     M  M  \     U  «♦   21^600  ** 


Hie  three  loops  provided  for  the  South  Divisicm  would  give, 

Under  a  30  second  headway,  capacity  for  21,600  per  hoar 
**     **  25     **         **  **        **  25,920  ** 

M       M^O       M  U  MM  32,400  *♦ 

M  MJ5  M  M  M  M    43,200  " 

M  M  10  M  M  M  M  54yg00 

The  number  of  passengers  to  be  handled  per  hour  on  these 
three  loops  from,  the  South  Division,  as  shown  by  the  foregoing 
tabl^  is  48,ia5,  or  it  would  be  necessary  to  maintain  a  little  doser 


INADEQUACY  OF  PRESENT  SERVICE 


45 


lieadway  than  15  seconds,  assuming  an  equal  number  of  passen- 
gers carried  in  a  given  time  night  and  morning.  In  case  more 
passengers  were  carried  at  nighty  the  headway  would  be  slightly 
decreased  during  this  tune. 

The  five  loops  provided  from  the  West  Division  would  give, 

Under  a  30  second  headway,  capacity  for  36,000  per  hour 
M     Mjs  **  **        **  43,200 

M      U30  *♦  **         "  54,000  " 

4i  M  M  M  44    72,000  " 

"      44 10      **  **  •  **         "  108,000  *♦ 

As  the  number  of  passengers  to  be  handled  per  hour  from  the 
West  Division  is  40,821,  only  a  25-second  headway  would  be 

required,  leaving  room  for  considerable  increase  in  business  over 
the  present,  and  also  for  the  use  of  South  Division  cars,  which 
could,  by  arrangement  with  the  Union  Traction  Company,  be 
brought  into  the  business  center  via  Halsted  and  Van  Buren 
streets. 

The  three  loops  provided  for  the  North  Division  would  give 

the  same  capacity  as  the  three  South  Division  loops.  The  num- 
ber of  passengers  to  be  handled  per  hour  from  the  North  Division 
is  23,346.  The  operation  of  the  loops  under  a  25-second  headway 
would  be  required  to  handle  this  number,  leaving  considerable 
room  for  increase  in  business,  and  room  for  some  of  ihe  cars 
from  the  northwest  portion  of  the  city  to  be  routed  through  the 
North  Division. 

BOimNO  OF  CABS  TO  AVOm  TRANSFBB8. 

Map  No.  4  shows  the  present  routing  of  cars  on  all  of  the 
streets. 

Map  No.  8  shows  a  system  of  routing,  which,  if  used  on  a 
portion  of  the  skeets,  it  is  believed  will  accommodate  the  travel- 
ing public  much  better  than  the  present  system  and  eliminate 
largely  the  use  of  transfers,  if  the  passengers  will  exercise  a  little 
eare  and  forethought  in  selecting  the  proper  car. 

Far  Example.  Milwaukee  Avenue  traverses  the  northerly 
portion  of  the  West  Division,  and  is  a  main  diagonal  highway 
intersecting  east  and  west  and  north  and  south  streets  on  which 
lines  of  street  railway  are  at  present  operated.  Instead  of  com- 
pelling  all  passengers  originating  on  these  intersecting  lines  to 
transfer  in  order  to  reach  their  destination,  cars  should  be  routed 
as  follows: 

Eoute  1.— From  the  business  center,  via  Milwaukee  Avenue^ 

west  on  Chicago  Avenue  to  West  Fortieth  Avenue. 


46 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Route  2.— Via  Milwaukee  Avenue,  west  on  Division  Street  to 

California  Avenue. 

lioute  3.— Via  Milwaukee  Avenue  west  on  North  Avenue  to 
West  Forty-Sixth  Avenue. 

Boute  4.— Via  Milwaukee  Avenue,  west  on  Armitage  Avenue 
to  West  Forty-Fourth  Avenue. 

Route  5.— Via  Milwaukee  Avenue  to  city  limits. 

If  each  of  these  routes  were  operated  <m  a  five  minute  head- 
way, the  intervals  between  cars  on  Milwaukee  Avenue  would  be: 

South  of  Chicago  Avenue,  one  minute. 

Between  Chicago  Avenue  and  Division  Street,  two  minutes. 

Between  Division  Street  and  North  Avenue,  three  minutes. 

Between  North  Avenue  and  Armitage  Avenue,  four  minutes. 

North  of  Armitage  Avenue  to  the  city  limits,  five  minutes. 

Decreasing  in  frequency  of  cais  as  outlying  districts  were 
reached. 

The  h^way  on  the  intersecting  east  and  west  streets  from 
the  operation  of  the  Milwaukee  Avenue  cars  would  be  five  min- 
utes on  each  street,  but  this  lieadway  would  be  lessened  by 
through  cars  constantly  operating  on  the  east  and  west  streets. 

Second  Eooample.   From  ihe  business  center. 

Boute  1.— Via  Wells  Street,  west  on  Chicago  Avenue  to  Mil- 
waukee Avenue. 

Route  2.-Via  Wells  Street,  west  on  Division  Street  to  Mil- 
waukee  Avenue. 

Route  3. —Via  Wells  Street,  Clyboum  Avenue  and  west  on 
North  Avenue  to  Milwaukee  Avenue. 

Route  4.— Via  Wells  Street,  Clybourn  Avenue  and  west  on 
FuUerton  Avenue  to  Milwaukee  Avenue. 

Route  5.— Via  Wells  Street,  Clybourn  Avenue  and  west  cm 
Belmont  Avenue  to  Milwaukee  Avenue. 

The  objection  will  probably  be  raised  by  the  street  railroad 
companies  that  this  method  of  routing  will  tend  to  create  confu- 
sion and  increase  the  cost  of  operation,  and  there  might  be  foun- 
dation for  such  an  argument  when  the  system  is  first  adopted, 
but  for  the  great  benefit  of  the  traveling  public  this  method  should 
be  tried  for  the  reason  that  it  largely  eliminates  the  necessity 
of  transfers  and  reduces  the  time  required  for  through  trips. 
The  syst^  is  in  successful  use  in  other  large  cities  which  are 
laid  out  similar  to  Chicago.  This  method  of  routing  could  be 
extended  to  other  streets  with  equal  benefits  to  the  public,  but 


INADEQUACY  OF  PRESENT  SERVICE 


47 


all  of  these  changes  should  be  made  gradually,  and  as  the  utility 
of  such  routing  became  evident.  In  fact,  this  branch  of  the 
transportation  business  should  be  under  the  control  of  the  city, 
to  be  extended  to  districts  as  the  residents  of  sudi  districts  ex- 
pressed themselves  in  favor  of  it. 

The  method  adopted  in  routing  cars  has  a  great  bearing  on 
the  efficiency  of  service  rendered  to  the  public.  It  will  be  readily 
seen  that  the  benefits  to  be  derived  from  a  more  comprehensive 
method  of  routing  than  is  in  effect  at  the  present  time  cannot  be 
derived  until  all  tracks  are  equipped  for  the  operation  of  one 
system  of  motive  power. 

TYPES  OF  CARS  COMPARED. 

The  installation  of  double-truck  closed  cars  is  veiy  desirable 
for  a  nimaber  of  reasons.  The  seating  capacity  of  a  double-truck 
car  with  reversible  back,  cross  seats  and  center  aisle,  sudi  as  is 

being  operated  on  South  Clark  Street,  is  52  passengers,  against 
30  passengers  for  the  ordinary  closed  single-truck  car,  or  an 
increase  of  22  passengers  per  car,  or  73  per  cent.  The  change  to 
double-truck  closed  cars,  of  all  the  single-truck  closed  cars  now 
being  operated,  would  add  a  seating  capacity  equivalent  to  add- 
ing 1,122  more  cars  of  the  single-truck  type  to  the  present  service, 
without  increasing  the  number  of  cars  on  the  streets.  A  car 
equipped  with  cross  seats  and  reversible  backs  permits  all  pas- 
sengers to  face  forward,  and  conse(iuently  can  be  used  witli  low- 
ered windows  and  open  doors,  as  a  summer  car.  Milwaukee, 
Wisconsin,  has  adopted  for  use  for  the  entire  year  such  a  car, 
recognizing  the  fact  that  there  are  more  days  in  the  so-called 
summer  season,  in  this  climate,  calling  for  closed  cars  than  there 
are  when  open  cars  are  more  desirable.  The  riding  (qualities  of 
a  double-truck  car  are  superior  to  the  oscillating  single-truck 
car.  While  the  double-truck  car  is  much  heavier  than  the  single- 
truck  car,  requiring  more  power  for  its  operation,  it  can  be 
operated  at  a  higher  average  speed  with  greater  safety  to  tiie 
public  than  the  lighter  single-truck  car  can,  owing  to  the  applica- 
tion and  use  of  power-braking  mechanism,  without  which 
mechanism  no  heavy  double-truck  cars  should  be  permitted  to 
operate. 

It  would  be  advisable  to  continue  the  operation  of  the  small 
type  of  single-truck  *<s&is  on  short  cross-town  lines,  and  also  in 
the  business  center,  provided  a  local  business  center  distributing 

system  is  installed.  While  on  the  subject  of  cars,  I  desire  to  say 
that,  in  the  event  of  the  installation  of  a  subway  system  in  Chi- 


48  THE  CHICAGO  TRANSPORTATION  PROBLEM 

ca^o,  cars  for  operation  in  the  snbways  shonid  be  constructed  of 
non-combustible  material.  Safety  to  human  life  demands  that  ^ 
this  precaution  be  taken  with  electrically  operated  cars  in  con- 
fined places.  The  subject  is  receiving  attention  in  this  country  as 
well  as  abroad,  and  the  result  of  the  investigations  will  undoubt- 
edly be  a  decision  to  eventually  demand  non-combustible  cars  for 
operation  in  all  underground  ways. 

In  the  operation  of  double- truck  cars  there  will  be  found  a  ^ 
number  of  points  on  the  different  streets  and  at  intersections 
where  the  present  tracks  are  too  close,  and  where  curves  are  not 
of  the  proper  radius  to  operate  with  safety.  At  these  points 
the  tracks  should  be  changed  so  that  fiie  safety  of  the  public 
would  be  guarded  at  all  limes. 

A  discussion  on  type  of  rail  and  track  construction  will  be 
found  in  Part  6  of  this  report. 

OBSTBTJGTION  BY  TEAM  TBAPFIO. 

Should  all  of  the  foregoing  recommendations  be  adopted^  the 

traveling  public  will  not  receive  the  measure  of  efficient  service 
calculated  to  be  rendered,  unless  the  municipal  authorities  adopt 
and  stringently  enforce  regulations  for  the  better  conduct  of 
team  traffic  on  the  streets  of  the  city.  In  no  first-class  city  in  the 
country  are  the  conveniences  of  the  traveling  public  so  little  con- 
sulted and  their  rights  so  little  protected  as  in  Chicago.  While 
one  of  the  city  ordinances  provides  that  temns  shall  leave  the 
track  on  the  approach  of  the  car,  it  is  qualified  by  the  provision, 
**as  soon  as  possible,"  and  the  teamster,  in  the  absence  of  a 
police  officer,  is  the  sole  judge  of  when  it  is  possible.  In  the 
judgment  of  the  average  teamster  the  possibility  of  leaving  the 
track  de<»reases  in  ratio  to  the  weight  of  the  load,  generally  re- 
sulting, if  he  has  a  heavy  load,  in  his  retaining  the  track  until  he 
reaches  an  intersecting  street. 

As  there  is  practically  no  limit  on  the  weight  of  load,  heavy 
loads  are  the  rule,  and  as  heavy  loads  prohibit  any  degree  of 
speed,  street  car  operation  on  all  of  the  principal  arteries  of  the 
city  is  seriously  retarded. 

Another  source  of  delay  is  due  to  the  fact  that  in  many  cases 
wagons  hauling  heavy  loads  are  loaded  to  their  fall  level-road,  or  g 
street  car  track,  capacity,  with  the  result  that  when  these  wagons 
reach  the  slight  grades  approaching  the  bridges  the  horses  can- 
not pull  the  loads  up  the  grades  and  onto  the  bridges.  It  has, 
therefcHre,  beconie  customary  for  the  drivers  of  sudi  wagons  to 
it  upon  being  pu&hed  up  these  grades  by  the  electric  cars, 


INADEQUACY  OF  PRESENT  SERVICE 


49 


and  they  wait  at  these  approaches  until  the  cars  come  to  their 

assistance,  and  as  the  wagon  must  be  removed  from  the  tradk 
before  the  car  can  proceed  the  operators  of  the  car  are  compelled 
to  assist  the  wagons,  thus  enforcing  upon  the  street  car  compa- 
nies the  extra  expense  for  power  furnished,  and  the  still  greater 
important  point  to  the  cwnpanies  and  the  public  of  additional 
delay  in  traffic.  This  practice  has  become  so  common  timt  push- 
bars,  or  poles,  are  kept  at  the  principal  bridge  approadies  for 
the  purpose  of  enabling  tlie  wagons  to  be  pushed  up  the  grades 
by  tiie  cars. 

A  number  of  streets  are  so  narrow  that  a  wagon  cannot  be 
placed  with  its  rear  wheels  against  the  curb  and  at  right  angle 
thereto,  without  blocking  the  car  track.  It  is  a  daily  occur- 
rence throughout  the  entire  city  that  wagons  assume  this 
position  and  occupy  from  five  to  ten  minutes  unloading, 
while  cars  are  lining  up,  very  much  to  the  inconvenience  and 
exasperation  of  the  passengers.  By  thus  locating  his  wagon,  the 
unloading  is  somewhat  facilitated  for  the  one  teamster,  but  hun- 
dreds of  street-car  passengers  are  discommoded  and  f  requ«[itty 
large  loss  is  entailed.  Provision  should  be  made  for  ttie  unin- 
terrupted  operation  of  cars.  An  ordinance  should  be  enacted, 
with  a  heavy  penalty  for  its  violation,  compelling  teamsters  to 
leave  the  car  tracks  immediately  upon  receiving  a  signal  from  an 
approaching  car,  and  prohibiting  the  standing  of  a  wagon  in  any 
position  on  the  street  where  it  will  blockade  the  car  tracks. 

The  average  schedule  time  of  all  electric  cars  operated  in  the 
city  is  8  22-100  miles  per  hour,  or  one  mile  in  seven  minutes  and 
eighteen  seconds,  and  when  it  is  considered  that  this  schedule 
time  is  only  two  and  one-quarter  miles  per  hour  greater  than  the 
schedule  time  maintained  under  horse-car  operation,  it  will  be 
seen  how  small  are  the  benefits  now  received  in  the  line  of  rapid 
transit  from  the  adoption  of  electricity  as  a  motive  power. 

In  establishing  schedules,  the  necessary  time  for  stops,  gath- 
ered from  experience  in  the  operation  of  each  line,  is  calculated, 
and  an  allowance  is  made  for  delays  incident  to  ordinary  team 
traffic  Schedules  vary  on  the  different  streets  according  to  the 
nature  of  the  district  traversed.  A  speed  of  not  over  11  miles 
per  hour  is  required  between  stops  to  maintain  the  time  sdiedules, 
unless  delays  are  encountered  from  wagons,  unloading  or  holding 
the  track.  In  such  cases,  in  order  to  maintain  the  schedule,  it  is 
necessary  to  increase  the  speed  between  stops,  or  decline  to  stop, 
or  if  the  line  of  cars  terminates  at  a  bam,  run  out  extra  cars  to 


50  THE  CHICAGO  TRANSPORTATION  PROBLEM 


take  the  place  of  delayed  cars.  Observation  will  demonstrate 
that  this  is  a  continuous  operation  at  most  of  the  barns.  Any 
effort  on  the  part  of  the  city  to  curtail  the  present  speed  of  cars 
by  ordinance  will  result  in  a  lengthening  of  schedules,  which 
would  materially  decrease  the  already  very  small  b^efits  in  rapid 
transit  derived  from  electrical  operation. 

All  efforts  should  be  directed  to  removing  the  causes  for  de- 
lay by  regulating  team  traffic,  so  that  it  would  not  be  necessary 
to  attain  a  higher  maximum  speed  than  11  miles  per  hour  in 
order  to  maintain  the  present  schedules, 

THE  QITESTION  OF  TRANSFEBS. 

I  have  made  a  very  thorough  investigation  of  the  transfer 
problem,  and  I  find  that  the  Chicago  City  Railway  Company  is 
giving  transfers  within  its  territory  in  every  conceivable  com- 
bination that  could  within  reason  be  demanded.  It  is  not  only 
giving  transfers  from  trunk  to  lateral  lines  and  vice  versa, 
but  is  issuing  traiMsfers  upon  transfers  to  facilitate  the  move- 
ment of  passengers  for  one  fare.  With  a  few  exceptions  the  same 
may  be  said  of  the  Union  Traction  Company  within  the  territory 
of  the  West  Division  and  within  the  territory  comprising  the 
North  Division.*  The  Union  Traction  Company  is  also  issuing 
transfers  between  the  two  divisions,  enabling  the  West  Division 
residents  to  reach  the  North  Division,  and  vice  versa,  over  some 
of  the  outlying  lines.  They  are  not  issuing  transfers  at  the  junc- 
tion of  their  divisional  lines  in  the  business  center,  and  conse- 
quently it  requires  two  fares  to  establish  communication  between 
the  territories  east  of  Halsted  Street  in  the  West  Division  and 
south  of  Chicago  Avenue  in  the  North  Division.  There  are  also 
some  points  of  intersection  and  juncture  west  fmd  north  of  these 
boundaries  where  transfers  could  be  given  that  would  facilitate 
movement    Transfers  are  exchanged  at  a  few  points  in  the 

♦  Since  the  foregoing  was  written  the  Supreme  Court  of  Illinois  has  handed 
down  a  decision  sustaining  the  right  of  the  city  to  pass  ordinances  regulating  the 
issuing  of  tfansfers,  and  since  such  decision  was  rendered  the  Union  Traction 
Company  has  been  attempting  to  issue  transfers  in  accordance  with  ordinances 
heretofore  passed,  but  not  previously  recognized  by  the  said  company.  The  com- 
pany is  now  issuing  transfers  between  lines  centering  in  the  business  district,  and 
the  Union  and  Consolidated  Companies  are  now  exchanging  transfers,  thus  en- 
abling a  passenger  to  comi^ete  a  continuous  trip  in  one  direction  between  the 
West  and  North  Divisions  and  within  the  confines  of  either  division  over  the 
lines  of  each  or  both  companies  for  one  fate.  It  is  understood  that  the  company 
intends  to  appeal  to  the  federal  courts. 


INADEQUACY  OF  PRESENT  SERVICE 


51 


North  Division  between  the  Union  Traction  Company  and  the 
Chicago  Consolidated  Company,  but  only  at  points  where  the 
Consolidated  Company  is  utilizing  trackage  belonging  ta  the 
Union  Traction  C<»npaiiy  and  vice  versa. 

For  the  convenience  of  the  traveling  public,  it  would  be  very 
desirable  to  bring  about  a  universal  system  of  transfers  between 
the  lines  of  these  two  companies,  not  only  within  the  present  city 
limits,  but  covering  the  lines  of  the  Consolidated  Company  that 
go  beyond  the  city  limits,  and  the  following  disenssion  regarding 
transfers  should  be  considered  as  relating  only  to  the  present 
situation  with  divisional  ownership.  The  extreme  distance  that 
a  passenger  would  be  hauled  under  this  transfer  would  not  be 
over  12  miles,  and  that  only  possible  on  three  lines,  and  the  terri- 
tory outside  of  the  present  city  limits  now  served  will  in  all  prob- 
ability soon  be  annexed.  There  has  been  a  great  deal  of  misap- 
prehension on  the  question  as  to  what  should  be  considered  as 
constituting  a  universal  transfer  within  a  single  fare  district. 
A  large  number  of  people  hold  the  idea  that  under  a  universal 
transfer  system,  they  should  be  permitted  to  choose  their  own 
routes  and  receive  transfers  at  all  points  of  intersection  or  junc- 
ture, permitting  them  to  ride  in  any  direction  tiiey  choose  for  one 
fare.  To  this  misapprehension  is  due  a  great  deal  of  the  misun- 
derstanding that  seems  to  exist  between  the  people  and  street 
railways  in  general.  A  universal  transfer  within  a  one-fare 
district  should  be  considered,  as  discussed  later  on  Page  109,  to 
be  a  continuous  ride  in  one  general  direction  over  the  shortest  dis- 
tance between  two  points  witiiin  the  one-fare  district.  A  street 
railway  that  attempted  to  issue  transfers  under  any  other  course 
of  reasoning  would  soon  lose  a  very  large  percentage  of  its  re- 
ceipts, to  which  it  is  justly  entitled,  through  the  improper  use 
of  transfers  by  the  public.  A  great  deal  has  been  written  and 
said  on  the  question  of  transfers.  At  best  they  are  a  nuisance  to 
both  the  public  and  the  company,  and  everything  that  it  is  prac- 
ticable to  do  should  be  done  to  eUminate  than. 

NEW  TRACKS  RECOMMENDED. 

Map  No.  7  shows  the  distribution  of  population,  shaded  to 
show  density.  From  this  map  it  is  apparent  that  certain  dis- 
tricts are  not  very  well  served  with  surface  transportation  lines. 
Future  extensions  should  be  made  with  a  view  to  serving  these 

districts.    Additional  tracks  should  also  be  built  to  connect  the 


52  THE  CHICAGO  TRANSPORTATION  PROBLEM 


tracks  already  laid  on  north  and  south  streets,  so  as  to  either 
exchange  transfers  between  companies  or  route  cars  through. 

The  following  are  recommended  as  being  desirable  for  con- 
struction in  the  near  future : 

Indiana  Avenue  from  Eighteenth  Street  to  Twelfth  Street. 

Twelfth  Street  from  Indiana  Avenue  to  State  Street. 

Indiana  Avenue  from  Fifty-First  Street  to  Sixty-Third 
Street. 

St.  Lawrence  Avenue  from  Forty-Third  to  Fifty-First 
Streets. 

Fiftieth  Street  from  Indiana  Avenue  to  Cottage  Grove  Ave- 
nue. 

Forty-Third  Street  from  State  Street  to  Halsted  Street. 

St.  Lawrence  Avenue  from  Sixty-Sixth  to  Sixty-Third 
Streets. 

South  Park  Avenue  from  Sixty-Third  to  Fifty-Sixth  Streets. 

Fifty-Sixth  Street  from  South  Park  Avenue  to  State  Street. 

Western  Avenue  from  Archer  Avenue  to  the  South  Branch 
of  the  Chicago  Elver. 

Kedzie  Avenue  from  Thirty-Eighth  Street  to  the  South 
Branch  of  the  Chicago  River. 

Forty-Third  Street  from  Ashland  Avenue  to  Archer  Avenue. 

Thirty- Fifth  Street  from  Cottage  Grove  Avenue  to  right-of- 
way  of  the  Illinois  CeQtral  Eailroad. 

Thirty-Ninth  Street  from  Cottage  Grove  Avenue  to  the  right- 
of-way  of  the  Illinois  Central  Railroad. 

Forty-Seventh  Street  from  Kedzie  Avenue  to  Archer  Avenue. 

Western  Avenue  from  Blue  Island  Avenue  to  the  River. 

AVestern  Avenue  from  Elston  Avenue  to  Lawrence  Avenue. 

Robey  Street  from  Eighteenth  to  Fourteenth  Streets. 

Robey  Street  from  Fullerton  Avenue  to  Belmont  Avenue. 

Robey  Street  from  Sixty-Ninth  Street  to  Blue  Island  Avenue. 

i^obey  Street  Irom  liosc  e  ^tipet  to  Trviiig  Park  I*Gule\-."iitl. 

Clvbourn  Place  from  Ashland  Avenue  to  Elston  Avenue. 

ft. 

Armitage  Avenue  from  Milwaukee  Avenue  to  Racine  Avenue. 
Addison  Street  from  Milwaukee  Avenue  to  Halsted  Street. 
Colorado  Avenue  from  Hamlin  Avenue  to  Forty-Eighth  Ave- 
nue. 

Chicago  Avenue  from  Fortieth  Avenue  to  Forty-Eighth  Ave- 
nue. 

Fullerton  Avenue  from  Milwaukee  Avenue  to  Forty-Fourth 
Avwue. 


INADEQUACY  OF  PRESENT  SERVICE 


53 


Diversey  Avenue,  or  parallel  street,  from  Elston  Avenue  to 
Foiiy-Fourth  Avenue. 
•  Kedzie  Avenue  from  Chicago  Avenue  to  Elston  Avenue. 

California  Avenue  from  Chicago  Avenue  to  Twenty-Sixth 
Street 

Fortieth  Axenue  from  Twenty-Sixth  Street  to  Ogden  Avenue. 
Fortieth  Avenue  from  Washington  Boulevard  to  Grand  Ave- 
nue. 

Fortieth  Avenue  from  North  Avenue  to  Elston  Avenue. 
Center  Avenue  from  Forty-Seventh  Stieet  to  Twenty-First 
Street. 

The  tracks  on  Fifty-First  Street  between  Indiana  Avenue 
and  Grand  Boulevard  should  be  taken  up. 

In  addition  to  the  above  streets  there  should  ultimately  be 
built  a  line  from  Cottage  Grove  Avenue  to  Lake  Avenue,  between 
Forty-Seventh  and  Fifty-Fifth  Streets;  a  line  connecting  Wash- 
ington Park  and  Jackson  Park  between  Fifty-Fifth  and  Sixty- 
First  Streets,  and  a  line  soutli  from  Forty-Seventh  Street  to 
Sixty-Third  Street,  approximately  parallel  to  the  Illinois  Central 
liailroad  Company's  right-of-way. 


* 


PAliT  III. 


GROWTH  OF  POPULATION  AND  DEVELOPMENT  OF 

THE  TRANSPORTATION  BUSINESS,  AVITH  A  DIS- 
CUSSION OF  PROBABLE  FUTURE  INCREASE, 
AND  AN  ANALYSIS  OF  CAPITALIZATION 
AND  FINANCIAL  RESULTS  OBTAINED 
IN  PAST  OPERATION. 


Showing  Population  by  Divisions  in  Tables  and  Graphically  for 
Ten  Years  from  1892  to  IDOL— Giving  Percentages  of 
Increase  and  Decrease.  — Track  Mileage  and  Popula- 
tion Per  Mile  of  Track.— Revenue  Passengers  Carried, 
by  Divisions.— Rides  Per  Capita  Per  Annum.— Passen- 
gers Carried  Per  Mile  of  Track.— Gross  Passenger  Re- 
ceipts Per  Year,  Per  Mile  of  Track  Per  Year,  and  Per 
Car  Mile  Operated  Per  Year.  — Tentative  Conclusions 
Regarding  Future  Po|)ulation  of  Chicago  and  Probable 
Future  Earnings  of  Railway  Companies.— Statement  of 
Operations  for  Last  Fiscal  Y^r  and  Analysis  of  Exist- 
ing Capitalization. 


To  show  the  city's  growth  and  the  development  of  the  trans- 
portation  business  the  following  tables  are  submitted. 

The  tables  and  diagrams  on  transportation  results  do  not  in- 
clude the  business  of  the  Chicago  Consolidated  Traction  Com- 
pany, as  I  was  unable  to  secure  their  figures.   As  the  business  of 
the  Company  is  partly  derived  from  the  territory  outside  the  city 
•  limits  any  figures  that  might  have  been  secured  would  not  have 

9  been  applicable  to  the  present  calculations,  it  was  decided  to 

,  leave  them  out  of  the  tables  and  make  approximations  as  to  the 

*'  business  done  by  that  Company  within  the  city  limits  in  the  de- 

ductions and  conclusions  to  be  drawn  from  these  statistics. 

Table  No.  1— shown  graphically  in  Figure  1— shows  the 

55 


56  THE  CHICAGO  TRANSPORTATION  PROBLEM 


FIGURS  1. 


o 


POPULATION  AND  TRAFFIC 


57 


population  from  tlie  incorporation  of  the  city  to  the  laat  oensus, 
taken  in  1900,  by  Board  of  Eda(».tion. 

TABLE   NO.  1. 

Populattoa  of  City  of  Chicago  from  Its  Incorporation,  1837,  to  IMO. 


1837    4,170 

IMO   4,479 

IMS    7.680 

1845    12,088 

1846    14,169 

1847    16,859 

1M8    20,028 

1849    23.047 

1850    29,963 

1858    59,130 

1855    80.000 

 M.1IS 


I860    109,206 

1862    138.186 

1884    188.353 

1865    178,482 

1S66    200,418 

1868    252,054 

1870    306,605 

1872   967.396 

1874    325,408 

1876    407,661 

1878    436.731 

1880    481,516 


1882    560,693 

1884    629,985 

1886    703,817 

1888    MS,fa 

1890   UQ8.M8 

1892    1,438,010 

1894    1,567,657 

1896   I.€l«,6a6 

1898    1.851,588 

1900    2,007,685 


Table  No.  2,  not  shown  graphically,  gives  the  population  for 
20  years  from  1880  to  1900  in  i)eiiods  of  two  years,  by  Divisions, 
showing  the  percentage  of  increase  between  each  census,  by  Divi- 
sions and  as  a  whole.  The  10  years  from  1880  to  1890  covers  the 
l^eriod  of  extensive  annexation,  especially  to  the  South  Divisicm. 
The  10  years  from  1890  to  1900  shows  an  increase  from  natural 
growth  of  65.3  per  cent,  or  an  average  of  6.53  per  cent  per  annum, 
not  compounded,  and  5.5  per  cent  compounded,  the  largest  in- 
crease being  in  the  South  Division.  The  federal  census  shows  this 
increase  to  be  an  average  of  5.44  per  cent  per  annum,  not  com- 
pounded, and  5.35  per  cent  compounded.  The  six  years  fnmi  1894 
to  1900  shows  an  increase  of  28  per  cent,  an  average,  not  com- 
pounded, of  4.66  per  cent  per  year,  or  4.29  per  cent  per  year  com- 
pounded, and  largely  in  the  West  Division.  The  two  years  from 
April,  1898,  to  April,  1900,  shows  an  increase  of  8.44  per  cent,  or 
an  average  of  4.22  per  cent  per  annum,  not  compounded,  and  3 
per  cent  compounded. 


Year. 
1880  .. 


Populatton  of  the 
Percent 


TABLE  NO.  2. 

City  of  Chicago  by  Divisions,  1880  to 

Percent  Percent 
Increase.  No.  Div.  Increase.  W.  Div.  Increase. 


So.  Div. 

 122.0.32  93,513 

  135,648  11.16  112,358  12.90 

ISSI                  149.664  10.26  128,490  14.36 

  172,379  15.25  188,583  7.81 

1888                   194,164  12.64  154.220  11.32 

1890                    413,922  113.18  238,764  54^82 

  615,786  24.59  276,846  15.95 

  662.960  9.16  808,212  U.S8 

18W    ....»«.... 585,298  3.96  297,092  *3.60 

1898                  680,527  16.27  326,817  10.00 

1900                 725,691  6.63  343,321  5.05 


269,971 
312.687 
351,931 
392.905 
454,267 
555,983 
645.428 
696.466 
734,245 
844,244 
938.883 


1890. 

Percent 
Total.  Increase. 

491,516 


15.83 
12.55 
11.64 
15.62 
22.39 
16.09 
7.91 
6.42 
14.98 
11.21 


560,693 
629,985 
703,817 
8QS.661 
1.208,689 
1,438.010 
1,567,657 

1.851,588 
2,007.616 


14.08 
12.36 
U.72 
UM 
50.68 
19.00 
8.98 
lit 
14.54 


*  Decrease. 


58  THE  CHICAGO  TRANSPORTATION  PROBLEM 


POPULATION  AND  TRAFFIC 


59 


PSBGENTAGE  OF  INCBEASB  IN  FOPUIATION. 

So.  DIv.  No.  Div.  W.  DiT.  TotaL 

Percent.  Percent.  Percent.  Percent. 


10  years,  1880  to  1890   239.18  139.93  105,94  145.90 

10  years.  1890  to  1900   75  32  43.79  68.87  66.11 

4  yean.  1890  to  1894    36.01  29J»9  25J7  29.70 

6  years,  1894  to  1900   28.90  11.39  34.80  28.07 

2  years,  1898  to  1900  '.   6.63  5.05  11.21  8.43 


Table  No.  3— shown  graphically  in  Figure  2— gives  tiie  aver- 
age single  track  mileage  of  surface  lines  in  each  Division,  and  as  a 
whole,  for  each  year  from  1892  to  1901,  showing  the  increase  year 
by  year  to  meet  the  demands  of  the  increase  in  population.  In 
this  mileage  is  included  only  the  trackage  of  the  Chicago  City 
Railway  Company  and  the  Union  Traction  Company. 

TABLE  NO.  J. 


Track  Mileage  Each  Year  from  1892  to  igoi — Surface  Lines. 


Year. 

So.  Div. 

No.  Div. 

W.  Div. 

Total. 

93-45 

182.90 

426.56 

1893   

9345 

197.10 

442.88 

1894   

9345 

197.90 

452.97 

i8»5   

9345 

199.00 

454.82 

i8g6   

93.45 

20340 

481.07 

1897   

9345 

20340 

486.57 

1898   

94.08 

207.30 

4<)8.23 

1899   

94.08 

207.30 

506.86 

94.08 

207.30 

511.20 

 •  ..  214.77 

94.14 

209.20 

518.11 

Table  No.  4-~shown  graphically  in  Figure  3— gives  the  popu- 
lation per  mile  of  surface  tradj,  and  shows  1,000  more  to  the 
mile  in  the  West  Division  than  the  South.  The  North  Division 
is  also  in  excess  of  the  South. 


TABLE  NO.  4. 
Population  Per  Mile  of  Track— Surface  Lines. 


Year..                                     So.  Div.  No.  Div.  W.  Div.  Total. 

  3433              2962  3529  3371 

1894                                            3483              3298  3519  3468 

1896                                            3177              3179  3609  3360 

^898                                              3457               3474  4072  3716 

^900                                             3459               3649  4529  3927 


Table  No.  5— shown  graphically  in  Figure  4— gives  the  Reve- 
nue Passengers  carried  per  year  from  1892  to  1901  by  the  surface 
lines  in  Divisions.  It  is  interesting  to  note  how  the  effects  of 
''BocHn"  and  depressed  times  and  competition  of  Elevated  lines 


60 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


4>&00 
4^300 
4*100 

300( 
3,700 

S^SOO 
^00 


^700 


^^0 


III-. 


CI 

9 


9 


9 


O 

o 

9 


FIGUS£  3. 


POPULATION  AND  TRAFFIC 


61 


2OQIPOQ000 

<l70p0(i(000 


23a0O€tO00 


isiaooaooo 


19€t000,000 


iraooQooo 


iiiiiiiiiii 


laqooaooo 


IIQOOQOOO 
OQOOQOOO 

70,000,000 

SQooqooo 


IIIIIIIIIII, 


I 


FIGURE  4. 


62  THE  CHICAGO  TRANSPORTATION  PROBLEM 


can  be  traced  in  the  operations  of  the  surface  transportation  busi- 
ness. The  returns  of  1893  show  the  benefits  derived  from  the 
World's  Fair.  1894  and  1895  show  the  depressed  times  follow- 
ing the  Fair  and  the  advent  of  Elevated  competition  on  the  South 
Side.  1895  and  1896  demonstrate  the  effects  of  Elevated  compe- 
tition in  the  West  Divisi<m  as  well  as  the  loss  entailed  from  labor 
troubles  during  that  period.  1900  and  1901  indicate  the  operation 
of  ttie  Elevated  in  the  North  Division.  As  there  has  been  no  dis- 
turbing element  introduced  in  the  South  Division  since  the  labor 
difficulties  of  1896  and  1897  a  steady  increase  in  business  is  noted, 
resulting  in  an  increase  in  1901  of  nearly  thirty  million  pass^- 
gers  over  those  carried  in  1892.  The  North  Division  shows  an 
increase  of  less  than  five  million  during  the  same  period  and  the 
West  Division  has  only  just  regained  its  losses  since  1892.  Nearly 
the  whole  total  increase  in  the  city  during  the  past  ten  years  has 
gone  to  the  Chicago  City  Railway  Company  in  the  South  Di- 
vision. 

As  is  shown  in  Table  3  and  the  discussion  of  Table  9,  the 
increase  in  mileage  in  the  North  and  West  Divisions,  exclusive 
of  about  28  miles,  has  not  been  built  by  the  Union  Traction  Com- 
l^any,  and  consequently  the  normal  increase  in  receipts  which 
would  naturally  accrue  to  new  mileage  has  not  accrued  to  the 
Union  Traction  Company,  but  has  accrued  to  the  Chicago  Con- 
solidated Traction  Company,  which  Company  built  the  increased 
mileage  that  now  exists  in  the  North  and  West  Divisions  over 
that  of  1892,  exclusive  of  the  28  miles  built  by  the  Union  Traction 
Company.  While  the  foregoing  statement  that  the  increase  in  the 
last  ten  years  in  the  North  Division  is  only  five  million  passen- 
gers, and  that  the  West  Division  has  only  just  regained  its  losses 
since  1892,  is  true  as  to  the  lines  of  the  Union  Traction  Com- 
pany, it  is  not  true  when  applied  to  all  of  the  surface  transporta- 
tion facilities  of  the  North  and  West  Divisions. 

The  Elevated  com])etition  in  the  South  Division  has  not  been 
as  serious  as  in  the  otlier  divisions,  nor  is  it  of  as  recent  date, 
and  consequently  it  is  natural  that  the  increase  in  the  North  and 
West  Divisions,  even  including  the  increase  that  has  accrued  to 
the  additional  mileage  of  the  Chicago  Consolidated  Traction 
Company,  has  not  been  as  great  as  in  the  South  Division,  but  I 
believe  that  the  time  has  arrived  when  the  surface  lines  have 
overcome  the  effect  of  the  competition  of  the  Elevated  lines,  and 
that  in  the  future  the  percentage  of  increase  will  be  as  great  in 
the  North  and  West  Divisicms  as  in  the  South  Division. 


64  THE  CHICAGO  TRANSPORTATION  PROBLEM 


0 


TABLE  NO.  S. 

Revenue  Passengers  Carried  Per  Year  1892  to  1901— Surface  Lines. 

Year.                            So.  Div.            No.  Div.  W.  Div.  "^tal. 

 88,018,861  50,419457  94,518474  232,956,792 

 120,596,270  60,311,673  107,053,461  287,961404 

  84,794,987  49,571463  85,287,302  219,653,752 

  88,806,461  53,887,428  85,100,643  227,794,532 

^896                                95.238,915  56,523,620  79,072,902  230,835,437 

 ••••  95.621,112  56,354,147  78,594,930  230,570,189 

  95,992,114  58,422,070  80,600,505  235,014,689  ^ 

 103.253,300  61,047,316  86,233,880  250,534,496 

'900   110,843,202  57,468,053  89,817,809  258,129,064 

'901  117,127,732  55,026,732  94,681,270  266^35,734 

Table  No.  6— shown  graphically  in  Figure  5— gives  the  rides 
per  Capita  per  Annnm  of  the  population  of  each  Division  on  the  U 
lines  of  the  Divisional  systems ;  the  rides  per  Capita  of  the  whole 
population  on  each  Divisional  system  and  the  rides  per  Capita  of 
the  whole  population  on  the  whole  mileage.  ^ 

This  table  shows  that  although  the  population  has  increased 
39  per  cent  in  the  last  eight  years  the  rides  per  Capita  have 
decreased  from  162  to  128,  the  largest  falling  off  being  in  the  A 
West  Division.  This  is  due  to  Elevated  competition  and  the  fact 
that  the  increase  in  population  has,  largely,  settled  in  remote 
outlying  districts,  using  other  means  of  transportation.  The  fig- 
ures also  show  tliat  the  population  of  the  West  Division  do  not 
ride  in  proportion  to  the  population  of  either  of  the  other  Di- 
visions. 

TABLE  No.  6. 
Rides  per  capita  per  annwm — Surface  Lrines. 


ChicaflTO  City  Ry.  Co. 

* 

No.  Chica«ro  St.  R.  R.  Co. 

W.  Chicairo  St.  R.  R.  Co. 

All. 

South  Div. 

Whole 

No.  Division 

Wliole 

West  Div. 

Whole 

Whole 

Tear. 

Population. 

Pop. 

PoptUation. 

P«>p. 

Population. 

Pop. 

Popnl. 

1892 

170 

61 

182 

35 

147 

66 

162 

tsm 

ISO 

54 

160 

31 

122 

55 

140 

im 

163 

59 

190 

35 

108 

49 

143 

wm 

141 

S2 

198 

32 

95 

43 

127 

1900 

152 

55 

167 

29 

95 

44 

128 

Table  No.  7— shown  graphically  in  Figure  6— gives  the  Pas- 
sengers carried  per  Mile  of  Track,  demonstrating  the  same  point 
as  Table  6. 


POPULATION  AND  TRAFFIC 


3OC1000 


FIGURE  6. 


66  THE  CHICAGO  TRANSPORTATION  PROBLEM 


TABLE  NO  .7. 


Passengers  Carried  Per  Mile  of  Track- 

-Surface  Lines. 

Year, 

So.  Div. 

No.  Div. 

W.  Div. 

Average. 

 585,972 

539,533 

516,777 

546,129 

1893 

  791,677 

645,389 

543.143 

650,202 

 524,656 

530,459 

430,962 

484,919 

1895 

 546,939 

576,644 

427,641 

500,845 

604,854 

388,755 

479,838 

1897  • 

 504,012 

603,040 

386,405 

473,868 

1898 

 487,640 

620,983 

388,810 

471,700 

1899 

 502,500 

648,887 

416.000 

494,287 

 528,277 

610,842 

433,274 

504,947 

1901 

 545,363 

555,043 

452,587 

515,017 

Table  No.  8— shown  graphically  in  Figure  7— gives  the  gross 

Passenger  Receipts 

per  year  for  the  past  ten  years  in  Divisions. 

TABLE 

NO.  8. 

Gross  Passenge 

r  Receipts  Per  Year  1892  to  1901 — Surface  Lines. 

Year. 

So.  Div. 

No.  Div. 

W.  Div. 

Total. 

1 89  J 

$4,400,942 

$2,521,511 

$4,585,237 

$11,507,690 

1893  .. 

6,059.989 

3,014.789 

5,196,173 

14,270,951 

1894 

4,264,618 

2.479.813 

4142,453 

10,886,884 

1895 

4,476,824 

2,694,359 

4,157,237 

11,328,420 

1896 

4,808.866 

2,826,800 

3,973.895 

11,609,561 

1897  .. 

4,816.516 

2,818,399 

3,848,61 1 

11,483,526 

1898 

4,832,806 

2,921,425 

3,987,460 

11,732,691 

1899  .. 

5,194.439 

3.051,140 

4,281,427 

12,527,006 

1900 

5.543.180 

2,876.659 

4,487,162 

12,907,001 

1901 

5,856.386 

2,750,744 

4,730,606 

Table  No.  9— shown  graphically  in  Figure  8— gives  the  Gross 
Receipts  per  mile  of  track  per  year  for  the  past  ten  years  in  Di- 
visions. The  track  mileage  in  all  three  Divisions  has  increased 
dnring  the  past  ten  years  about  92  miles.  Of  this  64  miles  is  in 
the  South  Division,  less  than  one  mile  in  the  North  Division  and 
26  miles  in  the  West  Division. 

The  small  increase  in  mileage  in  the  North  and  West  Divisions 
by  the  Union  Traction  Company  and  its  subsidiary  companies 
is  dae  to  the  fact  that  the  Chicago  Consolidated  Traction  Com- 
pany has  built  some  90  miles  within  the  two  Divisions  during  the 
past  ten  years  which  were  used  to  serv^e  the  increasing  i)0])ulation. 

"WHiile  nearly  all  the  increased  receipts  of  the  whole  city  dur- 
ing the  past  ten  years  is  shown  to  be  in  the  South  Division, 
owing  to  the  increase  in  mileage  the  receipts  per  mile  have 
decreEUsed  about  $2,000.  There  being  no  increase  in  mileage  in 
the  North  Division,  the  whole  increase  creditable  to  that  Division  • 
is  represented  in  the  increase  of  $2,150  per  mile  of  track.  As 


POPULATION  AND  TRAFFIC 


67 


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^Jijooqooo 

^00(^000 


4oo<iooo 


XOOQOOO 


I 


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I 


^OOOiOOO 


FIGURE  7. 


68  THE  CHICAGO  TRANSPORTATION  PROBLEM 


FIGURE  & 


POPULATION  AND  TRAFFIC 


69 


eaooojooo 

55,000.000 

4>S^OO0ANK) 
4U000,000 
35.000^00 
30,000000 

84000^0 

lio.ooaooo 

ISbOOfitOOO 

1QOOU,000 
5^000.000 


9  S 


s 


FIGURE^  9. 


70 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


there  is  no  increase  in  receipts  per  year  in  the  West  Division 
since  1892  with  an  increase  in  track  mileage  of  26  miles,  liie  re- 
ceipts per  mile  of  track  show  a  decrease  of  about  $2,400. 


TABLE  NO.  9. 
Gross  Receipts  Per  Mile  of  Track  Per  Year— Surface  Lines. 


Year. 

So.  Div. 

Na  Div 

W.  Div. 

Average. 

1892   

$27.13^ 

\  $25,055 

$26,950 

32.41/ 

26,376 

32,214 

26,66^ 

[  20,921 

24,033 

28,961 

20,922 

24398 

1896   

►  19,575 

24.136 

30^5 

18,958 

23,580 

iSc>S   

31,075 

>  19,205 

23.559 

32,455 

>  20^3 

24,709 

19CO   

30,602 

21,267 

25,258 

1901   

29,263 

22,634 

25.748 

Table  No.  10- 

-shown  graphically 

in  Figure  9— gives 

the  Car 

Miles  operated  per  year  by  Divisions  for  the  past  ten  years. 

TABLE  NO. 

lO. 

Car  Miles 

Operated  Per  Year  1892  to  1901— Surface  Lines. 

Year. 

So.  Div.  No 

.  Div. 

W.  Div. 

Total. 

1892   

15,582,142 

44,950,643 

16.813,135 

52,341,398 

i'^4   

. ...  21.047,410  8,793,587 

15,671.500 

45,512497 

1895   

16,820,525 

48,459.751 

1896   

15703.761 

50,846,697 

1897  

15,478,263 

50,500.533 

1898   

 24.385.3co  10,916.737 

16,066,454 

51.368.491 

1899   

. . .  26,371,000  11,189.758 

16,618.244 

54.179,002 

19CX)   

. .  .  29.232.360  12,343.787 

19.328,434 

60,904.581 

IQOI   

. .  .  30.643,250  11.372,043 

19.105.342 

6 -,120.635 

Table  Xo.  11- 

shown  giapliieallv 

in  Figure  10— cives 

the  Car 

Aiiks  ()i)eiated  per  Mile  of  Track  per  year  in  Divisions  for  the 

past  ten  years. 

TABLE  NO. 

II. 

Car  Miles  Operated  Per  Mile  of  Track  Per  Year  i8o2  to  1901— Surface  Lines. 

Year. 

So.  Div. 

No.  Div. 

W.  Div. 

Average. 

1892   

91,9" 

85,148 

105,270 

99.184 

85,346 

"8,152 

94*554 

79,149 

100469 

104,272 

84,525 

106,505 

1896   

"3371 

77,358 

105710 

"4454 

76,247 

103,697 

1898   

"6,135 

77,615 

103,150 

"9A|0 

80,281 

106361 

1900   

131,317 

93,374 

119,187 

1901  

91413 

ii8;ooo 

POPULATION  AND  TRAFFIC 


71 


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0)        Q  0) 


FIGURE  10. 


• 


72 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Table  No.  12— shown  graphically  in  Figure  11— gives  the 
Gross  Receipts  per  mile  operated  per  year  in  Divisions  for  tbe 
past  ten  years. 

TABLE  NO.  12. 
Gross  Receipts  Per  MUe  Operated  Per  Year— Surface  Lines. 

Sa  Div.     No.  Div.     W.  Div.  Total. 
Rcpts.       Rcpts.        Rcpts.  Rcpts. 
Per  Mile   Per  Mile   Per  Mile    Per  Mile 


Cents.  Cents.  Cents.  Cents. 

 21.13  29.50  29.43  25  60 

 23.04  32.68  30.90  27.27 

 2026  2ai9  26.43  23.92 

 20w<o  27.78  24.71  23.38 

  26.69  25.30  22.83 

  19-76  26^48  24.86  22.74 

  26.76  24.76  22.84 

  iS>^  27.26  25.76  23.12 

  i8'96  ^3.30  23.21  21.19 

 •                          19^"  24.19  24.76  21.82 


These  last  three  tables  demonstrate  that  the  South  Divisicm 
system  is  compelled  to  run  more  mileage  to  secure  its  business 
than  either  of  the  other  Divisions.  This  is  due  to  the  elongated 
shape  of  the  territory,  with  consequent  long  routes,  and  the  settle- 
ment of  the  population  at  points  further  removed  from  the  busi- 
ness center  than  in  the  other  Divisions.  It  will  be  noted  that  more 
mileage  has  been  run  in  the  North  and  West  Divisions  since  the 
acquisition  of  those  systems  by  the  Union  Traction  Company, 
which  means  that  a  more  liberal  service  has  been  given.  The  con- 
stantly decreasing  receipts  per  mile  run,  as  shown  in  Table  12, 
demonstrates  that  a  more  liberal  policy  in  the  furnishing  of  ac- 
commodations has  been  adopted  each  year  and  the  increase  in 
receipts  per  mile  run  in  the  North  and  West  Divisions  over  the . 
South  Divisions  is  mainly  attributable  to  the  fact  of  there  being 
a  more  dense  population  adjaceat  to  the  business  center,  requiring 
shorter  hauls. 

Table  13— shown  graphically  in  Figure  12— gives  the  lievenue 
Passengers  carried  per  year  by  the  EleA'ated  lines. 

Table  14— shown  graphically  in  Figures  13  and  14— gives  the 
Revenue  Passengers  carried  per  year  from  1892  to  1901  on  the 
Surface  and  Elevated  Unes  ccmibined,  and  the  percentage  of  in- 
crease year.  This  table  mare  satisfactorily  shows  the  steady 
and  uniform  increase  in  the  total  transportation  business  each 
year,  combining,  as  it  does,  the  competing  systems.  During  the 
nine  years  from  1892  to  1901  the  total  increase  has  been  55^  per 


POPULATION  AND  TRAFFIC 


riGURE  Ih 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


FIGUItBll. 


POPULATION  AND  TRAFHC 


75 


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POPULATION  AND  TRAFFIC 


FIGURE  15. 


78  THE  CHICAGO  TRANSPORTATION  PROBLEM 

cent  over  what  tlie  gross  receipts  were  for  the  year  1892,  or  an 
average  of  6.18  per  cent  per  annum,  not  oompoimded,  or  5  per 
cent  per  annum  compounded.  The  Snrfaoe  lines  carried  during  *^ 
1901  73.62  per  cent  of  the  total  passengers  carried,  and  the  Ele- 
vated lines  26.38  per  cent.  As  the  Elevated  lines  have  about  set- 
tled down  to  their  normal  business,  they  should  only  be  credited 
witli  a  share  of  the  increase  in  the  future  equal  to  the  proportion 
of  their  business  to  the  total  business.  On  this  basis,  and  assum- 
ing that  the  increase  in  the  future  will  be  at  the  same  rate  as  that  . 
in  the  past,  the  Surface  lines  should  be  credited  with  4.55  per  cent 
of  the  increase  and  the  Elevated  with  1.63  per  cent  respectively, 
if  figured  not  compounded,  or  3.68  per  cent  and  1.32  per  cent,  re- 
spectively, if  figured  compounded. 

TABLE  NO.  13.  ft.  • 

Revenue  Passengers  Carried  Per  Year  1892  to  1901 — Elevated  Lines. 


Year.                            So.  Div.  No.  Div.  W.  Div.  Total 

1892   In  Construction  In  Construction 

1893   30,055,560                                  "  30^55,560 

1894                                 13,58735s  In  Construction    .  6,000,000.  19*587355 

1895                                 14,217,845  "               9,936450  24,154^ 

1896                                13,405,355  "  26,363,907  39,769,262 

1^7                                   13.331,625  "  28,236,528  41,568,153 

1898                              18,898,605  "  36,306,408  SS^iOSfOiS 

1899   22,628,175  "  42,166,559  64,794,734 

1900   24,990320  10,185,141  46,109,290  81,265,251 

 26,320,150  20,327,oc)S  48,960,994  95,608^149 


TABLE  NO.  14. 

Revenue  Passengers  Carried  Per  Year  1892  to  1901  and  Per  Cent  of  Increase. 


Surface  and  Elevated. 

Per  Cent  * 

Year.                          Surface  Lines.   Elevated  Lines.        Total,  of  Increase. 

1892    232,956,792  In  construction.  232,956,792 

1893                                  287,961404        30,055,560  318,016,964  36.50  1^ 

1894                                  219,653,752        19,587355  239,241,607  D  24.77 

1895                                  227,794,532        24,154,295  251,948327  5-31 

1896                                 230335,437        39.769,262  270,604,699  740 

1897                                  230,570,189        41,568,153  272,138,342  .57 

1898                                    235,014,689        55,205,013  290,219,70a  6.64 

1899                                   250,534496        64.794,734  315,329,230  8.6s 

1900                                   258,129,064        81,285,251  339414,31s  7.63  ^ 

1901                                   266,835,734        95,608^149  362443383  6.78 


D,  Decrease. 

Table  15— shown  graphically  in  Figures  15,  16,  17  and  18— 
gives  the  percentage  of  increase  in  population  and  pafiaengoirs 


POPULATION  AND  TRAFFIC 


FIGURB  U. 


80  THE  CHICAGO  TRANSPORTATION  PROBLEM 


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POPULATION  AND  TRAFFIC 


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g2  THE  CHICAGO  TRANSPORTATION  PROBLEM 

carried  on  Surface  and  Elevated  lines  combined  from  1892  to 
1900,  by  Divisions,  in  two-year  i3eriods.  It  will  be  noticed  that 
between  1892  and  1894  the  i)0]nilation  increased  nearly  9  per  cent, 
while  the  passengers  carried  increased  less  than  3  per  cent.  Be- 
tween 1894  and  1896  the  increase  in  population  was  a  little  more 
than  3  per  cent,  while  the  increase  in  riding  was  over  13  per  cent. 
Between  1896  and  1898,  covering  the  period  of  labor  tnmbles,  the 
population  increased  about  141/.  per  cent  and  the  riding  only  7% 
per  cent.  Between  1898  and  1900  the  population  increased  81/2 
per  cent  and  the  passengers  carried  nearly  17  per  cent.  These 
figures  would  tend  to  demonstrate  that  prosperous  and  depressed 
times  affect  tiie  transportation  business  more  than  increase  in 
populaticm  does. 

TABLE  NO.  15. 

Percentase  of .  Increase  in  Population  and  Passengers  Carried  on  Surface  and 
Etevatcd  lines  Combined,  from  1892  to  1900,  in  Periods  of  Two  Years. 

Fnnn  1892       From  1894     From  1896       From  1898 
to  1894  to  1896         to  1898  to  1900 

Popl.  Psgrs.  Popl.  Psgrs.  Popl.  Psgrs.  PopL  Ttgn, 

South  Division    9.16    11.77      3-96    iOu|3     16^      5.7s      6-^  18^23 

North  Division   11.33  D  1.68  D  360    14.03     10.00     3.36  ^©5 

West  Division  .......    7.91  D  342      543     15.50     14.98     10S7     "-^i  «^ 

Total    a93  3-12     13.11     14.54      7*^5      S45  16.95 

D,  Decrease. 

Since  1892  all  of  the  Elevated  Railroads  commenced  opera- 
tion; the  Illinois  Central  Railroad  installed  its  efficient  express 
train  service;  other  steam  railroads  have  increased  their 
aocmimodations;  the  Ohicaga  C<msolidated  Traction  Company 
has  built  its  Fulton  Street  and  Elston  Avenue  lines  through  the 
Union  Traction  Company's  territory,  and  is  operating  under 
lease  over  some  of  the  Union  Traction  Company's  trackage.  All 
of  these  conditions  have  been  met  and  lived  down,  and  over  10 
per  cent  increase  in  traffic  recorded  up  to  the  close  of  1900  by  the 
Surface  lines  as  a  whole,  as  has  been  shown,  chiefly  in  the  South 
Division.  During  this  same  period  all  horse  lines  were  converted 
to  electric  lines  with  the  attendant  loss  in  earnings  during  con- 
struction. 

DEDUCTIONS. 

The  deductions  to  be  drawn  from  this  infonnation  are: 
First— That  the  nonnal  increase  in  population  up  to  and 
including  1892  was  at  the  rate  of  about  11.2  per  cent  per  annum 
omnpounded,  and  that  since  and  up  to  1901  the  inerease  has 


POPULATION  AND  TRAFFIC 


83 


dropped  to  less  than  5  per  cent  ijer  annum,  although  the  figures 
for  1901  and  estimated  figures  for  1902,  bring  the  average  for  this 
last  year  up  to  7.7  per  cent. 

Second— That  the  Elevated  competition,  labor  disturbances 
and  depressions  in  the  industrial  world  at  the  several  periods  dur- 
ing ttie  past  ten  years,  and  the  earnings  of  the  mileage  built  by 
the  Chicago  Consolidated  Traction  Company,  have  practically 
offset  any  benefits  which  might  have  accrued  to  the  surface  lines 
of  the  Union  Traction  Company  in  the  North  and  West  Divisions 
from  increase  in  population,— its  gross  receipts  during  the  past 
year  being  approximately  equal  to  what  they  were  in  1892. 

Third— That  the  Chicago  City  Railway  Company  in  tiie  South 
Division  has  met  all  competition  and  depression  and  shows  an 
increase  of  passengers  carried  during  the  year  of  1901  of  thirty 
million  passengers  over  the  number  carried  during  the  year  of 
1892,  or  about  34  per  cent  increase  in  nine  years. 

Fourth— That  in  a  city  the  size  of  Chic  ago  the  increase  in  popu- 
lation per  year,  as  recorded  since  1892  does  not  se^  to  have  as 
much  influence  in  increasing  earnings  of  the  transportation  busi- 
ness as  do  depressed  times  in  decreasing  them,  or  prosperous 
times  in  augmenting  thein. 

COMPARISON  OF  THE  GROWTH  OF  CHICAGO  WITH   THE  GROWTH  OF 
OTHER  CITIES,  AND  A  DISCUSSION  OF  THE  PROBABLE  FUTURE 
OBOWIH  OF  CHICAGO  AND  PROBABLE  FUTURE  GB08S 
SABNINGS  OF  THE  SUBFACE  AND  ELE- 
VATED RAILWAYS. 

In  order  to  arrive  at  a  basis  to  estimate  the  future  growth  of 
Chicago  and  from  this  the  probable  future  gross  receipts  of  a 
complete  street  railway  system  for  the  city,  thereby  attempting 

to  comply  with  the  condition  of  my  commission  **To  make  esti- 
mate of  net  earnings  to  be  derived  from  the  o})eration  of  a  new 
system  based  on  present  business,  with  estimate  of  probable 
increase  in  business  in  periods  of  five  years  formulated  from 
past  performances,  from  which  rates  of  compensation  or  adjust^ 
ment  of  rates  or  fares  can  be  computed,"  I  have  plotted  various 
curves  showing  the  growth  of  several  of  the  leading  cities  of  the 
world. 

I  have  omitted  from  this  text  all  technical  terms,  mathemat- 
ical formulae,  symbols  and  calculations  upon  which  my  conclu- 
sions are  basedi  and  have  used  graphical  methods^  for  by  so  doing 
I  bdieve  I  can  best  impart,  ta  the  greatest  number,  a  dear 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


idea  of  the  variable  elements  that  must  be  considered  in  an 

analysis  of  this  subject. 

Separate  curves,  Figures  19  to  27  inclusive,  were  plotted  for 
each  of  these  cities  showing  their  population  at  different  years 
in  five-year  i)eriods,  as  given  by  the  official  census  reports.  The 
points  on  the  diagrams  corresponding  to  population  at  different 
periods  of  lime  were  connected  by  dotted  or  broken  lines,  whidi 
show  the  rate  of  increase  between  these  periods.  The  curve  repre- 
senting the  average  growth  of  each  city  was  then  computed  from 
these  broken  curves  and  plotted  as  shown  in  full  lines.  The  aver- 
age rate  of  increase  which  this  full  line  curve  represents  for  each 
city  is  given  on  each  curve  sheet. 

Bv  an  examination  of  these  curves  it  will  be  found  that  Chi- 

■ 

eago  has  increased  in  population  at  a  much  more  rapid  rate  than 
any  other  city,  and  while  it  may  continue  to  so  increase  for  some 
years  to  come  it  cannot  be  hoped  that  it  will  perpetually  main- 
tain its  present  rate  of  increase.  For  this  reason,  if  for  no 
other,  it  would  be  unsafe  to  assume  that  the  earnings  of  the  street 
railways  of  Chicago  would  increase  at  the  same  rate  that  they 
have  increased  during  the  past  ten  years. 

Fig.  19  shows  the  increase  in  population  of  the  City  of  Lon- 
don from  1800  to  1860  to  be  at  an  average  rate  of  1.8  per  cent 
per  annum. 

Fig.  20  shows  the  increase  for  the  City  of  London  from  1861 

to  1901  to  be  at  the  average  rate  of  1.22  per  cent  per  annum, 
while  Fig.  21  shows  the  City  of  Greater  London  to  have  in- 
creased from  1891  to  1901  at  the  average  rate  of  1.55  per  cent  per 
annum. 

Fig.  22  gives  the  growth  of  the  City  of  Paris  for  100  years, 
from  1800  to  1900,  and  shows  the  average  rate  of  increase  to  be 

1.675  per  cent  per  annum. 

Fig.  23  shows  the  growtli  of  the  C^ity  of  Berlin  from  1861  to 
1900.  This  city  more  nearly  approaches  Chicago  in  its  general 
character  than  any  other  European  city,  and  shows  an  average 
annual  increase  in  population  of  3.225  per  cent,  which,  as  woiQd 
be  expected,  is  the  highest  average  rate  of  any  European  city. 

Fig.  24  shows  the  City  of  Philadelphia  between  1800  and  1900, 
or  a  period  of  100  years,  to  have  increased  at  the  average  rate 
of  3.5  per  cent  per  annum. 

Fig.  25  gives  the  increase  in  population  of  the  City  of  New 
York  from  1800  to  1890,  and  shows  the  average  rate  of  increase 
to  be  3.6  per  cent  per  annum. 


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POPULATION  AND  TRAFFIC 


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THE  CHICAGO  TRANSPORTATION  PROBLEM 


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THE  CHICAGO  TRANSPORTATION  PROBLEM 


Fig.  26  shows  the  growth  of  the  territory  which  now  ocmsti- 
tutes  Greater  New  York,  and  shows  the  increase  for  this  territory, 
between  the  years  of  1800  and  1880,  to  be  at  the  average  rate  of 
4.06  Y>er  cent  i>er  annum. 

Fig.  27  shows  the  rate  of  increase  of  the  same  territory  be- 
tween 1870  and  1900  to  be  at  the  average  rate  of  2.8  per  cent 
per  amnun.  The  average  rate  of  increase  for  this  territory  from 
1800  to  1900,  or  a  period  of  100  years,  is  3.9  per  cent,  bnt  is  not 
graphically  shown  by  a  continnous  curve,  for  by  combining  Fig- 
ures 26  and  27  the  complete  curve  can  be  obtained. 

On  Plate  12  is  i>lotted  a  curve  for  each  of  the  above  cities. 
The  horizontal  distances  represent  population,  each  space  rep- 
resenting 50,000  persons. 

The  vertical  distances  represent  percentage  of  increase  frmn 

one  year  to  another. 

Each  curve  then  represents  the  yearly  rate  of  increase  of 
population  for  one  of  the  above  cities  during  a  given  period  of 
time,  the  full  line  curve  being  the  true  curve  made  up  by  aver- 
aging the  broken  line  curve  whidb  represents  aotoal  fixed  data  ob- 
tained from  census  reports. 

By  averaging  all  the  true  curves  on  Plate  12  an  ideal  curve, 
A,  is  obtained,  shown  on  Plate  13,  which  represents  the  average 
rate  of  yearly  increase  of  population  for  all  the  cities  considered, 
for  different  periods  of  time  measured  in  terms  of  population. 

This  curve  shows  fbai  the  average  rate  of  increase  for  all 
the  above  cities  is  a  gradually  decreasing  one. 

Curve  B,  representing  this  average  i/earli/  rate  of  decrease 
of  the  average  rate  of  increase  in  i)opulation  is  plotted  on  the 
same  plate,  and  is  derived  as  before  from  the  broken  hne  curves, 
a,  b,  on  the  same  ])late,  which  represent  the  summation  <rf  all  the 
averages  obtained  fn»n  Plate  12. 

Coming  now  to  Chicago,  and  referring  back  to  Fig.  1,  Page 
56,  we  find  Chicago  to  have  increased  between  the  years  1837 
and  1902  at  an  average  rate  of  8.6  per  cent  per  annum,  and  from 
1892  to  the  present  time  it  has  increased  at  the  rate  of  4.9  per 
cent  per  annum,  and  during  the  year  of  1902  at  the  rate  of  7.7 
per  cent. 

The  population  €i  Chicago  for  1902  is  estimated  to  be 
about  2,000,000. 

The  curve  of  population  increase  on  Plate  13  shows  that  at 
2,000,000  population  the  average  rate  of  increase  per  year  for 
the  cities  considered  is  3  per  cent. 


POPULATION  AND  TRAFFIC 


95 


Plate  14  shows  curves  C  to  L  inclusive,  which  represent  the 
increase  in  population  of  the  Oity  of  Chicago  for  a  period  of 

fifty-two  years  from  1900  under  different  assumed  rates  of  in- 
crease. 

The  figures  on  the  right  of  the  plate  corresponding  to  ver- 
dcal  divisions  represent  population,  while  the  figures  on  the 
left  of  the  plate  corresponding  to  the  same  vertical  divisions 

represent  gross  earnings  in  dollars  per  annum.  Assuming  that 
the  gross  earnings  per  capita  in  the  future  will  remain  at  $10, 
as  in  1900,  any  curve  will  show  the  population  by  reading  the 
figures  on  tiie  right  of  the  diagram,  and  gross  earnings  in  dollars 
per  annum  by  reading  the  figures  to  the  left  of  the  diagram. 

On  this  plate  curves  C,  D,  E  and  F,  representing  5,  6,  7  and  8 
per  cent  annual  increase,  respectively,  are  plotted,  compounded, 
from  1900,  i.  e.,  the  population  for  any  year  is  obtained  by  in- 
creasing that  of  the  preceding  year  by  5,  6,  7  or  8  per  cent,  as 
the  case  may  be.  The  5  per  cent  curve,  C,  shows  that  at  this  rate 
the  population  of  Chicago  in  1952  would  be  approximately 
18,500,000.  However,  the  average  rate  of  increase  for  Chicago 
for  1902,  as  shown  on  Plate  12,  was  actually  7.7  per  cent,  or  on 
the  ideal  curve,  7  per  cent. 

Starting  at  1902  with  7  per  cent  and  applying  ''the  law  of 
If  early  decrease  on  the  rate  of  increase' '  a  curve  was  plotted  on 
Plate  14,  which  shows  that  according  to  this  law  tiie  population 
of  Chicago  in  1952  would  be  about  13,250,000. 

At  8  per  cent  yearly  increase  (compounded)  from  1900,  as 
shown  by  curve  F  on  the  same  plate,  the  population  of  Chicago 
in  1936,  or  in  35  years  from  the  present  time,  would  be  approxi- 
mately 26,500,000,  thus  showing  how  incorrect  it  is  to  assume 
that  tiie  future  increase  in  population  could  be  based  upon  the 
past  average  rate  of  increase  of  8.6  per  cent  compounded,  as 
shown  on  Fig.  1,  Page  56,  or  at  the  present  rate  of  7.7  per  c^t 
compounded,  or  at  any  other  compounded  rate  based  upon  pres- 
ent conditions,  except  for  short  periods  of  time. 

The  5,  6,  7  and  8  per  cent  compounded  curves,  C,  D,  E  &  F, 
cross  the  7  per  cent  curve,  I,  of  the  ^^law  of  decreasing  rate  of 
increase"  at  the  years  1940,  1928,  1918  and  1913  respectively, 
and  beyond  these  points  rise  more  and  more  rapidly,  while  curve 
I,  according  to  ' '  tlie  law  of  decreasing  rate  of  annual  increase, ' ' 
becomes  m.ore  nearly  flat,  which  sliows  a  more  regular  and  more 
nearly  constant  increase  in  population  per  year  in  actual  num^ 
h&tBf  and  corresponds  to  the  average  growth  in  the  past. 


%  THE  CHICAGO  TRANSPORTATION  PROBLEM 

If,  then,  the  national  and  local  conditions  governing  the  * 
growth  of  Chicago  were  to  average  in  the  future  exactly  as  in  the 
past,  it  is  fair  to  suppose  that  the  law  would  hold  and  that  the 
population  in  1952  would  be  13,250,000. 

Now  plotting  Hie  probable  future  growth  of  Chicago  on  Plate 
14  according  to  ''the  law  of  decreasing  rate  of  annual  inereajse," 
as  shown  on  Plate  13,  but  taking  3  per  cent  as  a  basis  upon  which 
to  apply  the  law  instead  of  7  per  cent,  as  before,  we  have  a 
(nirve  conforming  to  the  average  growth  of  the  European  cities  ^ 
hereinbefore  considered. 

This  curve  shows  that  the  population  of  Chicago  in  1952 
would  be  5,250,000. 

These  two  curves,  I  and  G,  Plate  14,  of  population  increase, 
as  detennined  according  to  the  law,  but  taking  the  two  extremes 
for  bases,  rej^resent  the  limits  between  which  the  growth  in  pop-  ♦ 
ulation  of  Cliicago  should  vary. 

The  probable  average  growth  of  any  city  cannot  be  deter- 
mined with  any  degree  of  safety  except  within  reasonable  limits.  • 
This  is  well  illustrated  in  the  case  of  Philadelphia,  Plate  12,  for 
prior  to  1861  any  law  applied  to  its  growth  at  that  time  would 
have  shown  a  rai)id  increase  in  population  in  the  future,  whereas 
the  rate  of  increase. dropped  in  five  years  from  33  per  cent  per 
annum  to  9.7  per  cent,  and  in  another  five  years  to  2.9  per  cent. 
The  law  then  cannot  safely  be  used  except  as  a  graphi<^  repre- 
s^taticm  of  what  the  incr^ise  in  population  should  be  in  the 
future  between  certain  limits. 

In  order  to  approximate  the  gross  receipts  for  the  future  of  ^ 
all  the  surface  and  elevated  lines  of  Chicago  the  receipts  per 
capita  of  74  cities  of  the  United  States  of  different  populations, 
including  St.  Paul,  Minneapolis,  Boston,  Chicago,  Philadelphia 
and  New  York,  have  been  compared. 

A  curv^e  was  plotted,  as  shown  in  Figure  28,  page  97,  on 
wliich  the  horizontal  divisions  represent  population,  each  of  the 
laiger  spaces  representing  1,000,000  inhabitants.  The  figures  on 
the  left  corresponding  to  the  vertical  spaces  repres^t  gross  re- 
ceipts in  dollars  per  year  per  capita  based  on  the  present  5-cent 
fare  and  those  on  the  right  represent  rides  per  capita  per  year. 
According  to  this  curve  then,  for  a  city  of  750,000  inhabitants  ^ 
the  rate  of  gross  receipts  for  the  street  railways  should  be  about 
$8  per  capita.    For  a  city  of  2,000,000  it  should  be  $10.60  pw  V 
capita,  and  for  a  city  of  4,500,000  it  should  be  $13  per  capita. 
Applying  the  law  of  increaaing  rate  of  receipts  per  ci^ita 


POPULATION  AND  TRAFFIC  97 

'  as  shown  on  Fig.  28,  to  the  two  curves,  I  and  CI,  of  population 

increase  shown  on  plate  14,  and  figured  according  to  ^Hhe  law 
of  decreasing  rate  of  increase"  per  annum;  one  starting  on  a  7 
per  cent  rate  in  1902,  and  the  other  on  a  3  per  cent  rate  in  1902; 
we  have  two  curves,  J  and  H,  which  represent  the  gross  receipts 
of  all  the  surface  and  elevated  lines  of  Chicago,  corresponding  to 
the  two  curves,  I  and  G,  of  population  increase,  and  wiiich  show 
that  the  total  gross  receipts  for  1952  should  be  $222,500,000  on 


PIGURE  28. 


the  7  per  cent  increase  basis,  and  $70,000,000  on  the  3  per  o&it 
increase  basis. 

These  two  curves  represent,  therefore,  the  two  extremes 
between  which  the  average  gross  receipts  of  all  the  combined 

surface  and  elevated  lines  of  Chicago  will  vary  during  the  period 
between  1902  and  1952,  and  the  probability  is  that  an  average 

.|  curve  figured  according  to  the  law  on  a  5  per  cent  base,  as  shown 

on  curve  K  on  plate  14,  will  be  found  to  approximate  the  actual 

^  growth  of  the  future,  and  curve  L  on  the  same  plate  represents 

the  probable  gross  receipts  for  this  rate  of  increase  for  corre- 
sponding periods. 


5 


98  THE  CHICAGO  TRANSPORTATION  PROBLEM 

On  Plate  15  are  plottied  curves  M  to  S  inclusive,  showing  oper- 
ating expenses  per  year  corresponding  to  each  of  the  curves,  C 
to  L  inclusive,  of  population  increase  shown  on  plate  14,  on  the  ^ 
assumption  that  the  operating  expenses  will  remain  60  per  cent  of 
the  gross  receipts,  based  on  a  5-cent  fare,  which,  judging  from 
past  expeiience,  is  a  reasonable  assumption.  Since  the  degiee  of 
modification  in  the  percratage,  due  to  the  possible  change  in  econ- 
omies and  population,  cannot  be  definitely  determined,  this  per- 
caitage  has  been  retained  as  constant. 

From  the  above  it  is  reasonably  clear  to  me  that  the  true  rate 
of  increase,  and  consequently  the  true  curve  up<Hi  which  to  base 
future  earnings  of  the  street  railways  in  Chicago,  is  a  varying 
one,  for  while  it  may  hold  at  the  rate  of  5  or  6  per  cent  per  annum 
for  some  years  to  come  it  cannot  be  held  at  this  rate  perpetually,  ^ 
and  must  gradually  decrease,  contrary  to  the  generally  accepted 
opinion  on  this  subject.  The  probability  is  that  the  error  in  the 
minds  of  those  who  feel  that  a  fixed  rate  of  increase,  or  increasing 
rate  of  increase  of  gross  receipts,  would  be  fair,  is  caused  by  their 
not  taking  into  oonsideration  the  compounding  feature  of  the 
method  of  calculation  which  must  be  taken  into  account  in  any  4 
correct  analysis  of  the  subject.  This  decrease  in  the  rate  of 
increase  of  the  gross  receipts  would  be  slightly  offset  by  the 
slight  possible  decrease  of  the  operating  expenses  which  might 
come  with  the  increase  of  population,  but  as  this  varies  with  the 
quality  of  service  demanded  it  cannot  be  predetermined  and 
must  be  assumed  at  some  fixed  percentage  of  the  gross  receipts  ^ 
as  a  basis  of  comparison. 

For  these  reasons  I  cannot  see  my  way  clear  to  recommend  any 
fixed  percentage  of  increase  for  any  great  length  of  time,  but  > 
have  endeavored  to  give  as  complete  an  analysis  of  this  subject 
and  set  forth  the  information  derived  from  this  analysis  in  as 
clear  and  scientific  a  manner  as  practicable,  hoping  thereby  to   .  9 
fonn  the  basis  for  intelligent  discussion  of  this  subject,  and  that 
an  equitable  adjustment  of  the  matter  can  be  reached,  which 
adjustment  mmt  he  hosed  upon  the  judgment  of  past  and  future 
business  and  industrial  conditions,  rather  than  upon  any  scien- 
tific law  which  can  safely  be  deduced  from  the  figures  of  the 
past,  for,  as  has  been  previously  pointed  out,  a  financial  depres-  • 
sion  of  the  country  has  a  greater  tendency  to  decrease  the  gross 
receipts  of  street  railways  than  an  increase  in  population  has  to  ^ 
raise  them. 

It  is,  however,  clear  to  me  that  if  money  compensation  is 


POPULATION  AND  TRAFFIC 


99 


to  be  required  by  the  City  for  franchise  rights  the  only  equitable 
and  just  basis  of  compensation  to  the  City  should  be  based  upon 
a  percentage  of  the  grass  receipts,  whatever  they  may  be,  of  each 
of  the  companies,  payable  annually,  owing  to  the  fact  that  any 

general  law,  even  though  it  might  be  correct,  which  was  deduced 
from  the  past  records  of  the  combined  receipts  of  the  surface  and 
elevated  railways  of  the  city,  could  not  equitably  be  applied  to 
any  individual  road  for  the  reason  that  industrial  conditions,  due 
to  the  loss  of  population  from  the  territory  of  one  road  to  an- 
other, or  to  competitive  roads  entering  the  territory  of  any  given 
road,  the  gross  receipts  of  the  road  so  affected  might  be  greatly 
decreased,  thereby  preventing  it  from  paying  a  fixed  amount 
into  the  City  Treasury,  which  amount  had  been  previously  fixed 
and  based  upon  a  fixed  percentage  of  the  past  records  during 
prosperous  times. 

In  case  the  City  should  see  fit  to  require  a  fixed  amount  per 
annum,  this  amount  being  a  certain  percentage  of  some  future 
predetermined  gross  earnings  based  upon  past  earnings,  it  is  clear 
to  me  that  any  such  arrangement  should  be  only  for  short  inter- 
vals of  time,  and  that  readjustments  should  be  made  between  the 
City  and  railroads  in  periods  not  over  five  years  apart. 

OPERATING  AND  FINANCIAL  STATISTICS. 

There  seems  to  have  been  little  uniformity  in  the  methods  of 
accounting  the  cost  of  operation,  during  the  past  years,  so  no 
att^pt  has  been  made  to  furnish  figures,  on  cost  of  operation 

back  of  the  last  fiscal  year  of  each  company.  In  Table  16  is 
given  a  statement,  in  condensed  form,  of  the  Chicago  City  Eail- 
way  Company  of  the  South  Division  for  one  year  ending  December 
31,  1901,  and  in  Table  17,  of  the  Chicago  Union  Traction  Com- 
pany,  covering  the  South  and  West  Divisions  for  one  year  aid- 
ing June  30, 1902.  . 

Table  18  shows  the  operations  of  the  two  Companies  for  one 
vear,  combined. 

From  Tables  16  and  17  it  will  be  seen  that  the  Chicago  City 
Railway  Company  operates  its  Cable  lines  for  2  cents  a  car  mile 
less  than  its  Electric  service,  while  it  costs  the  Union  Traction 
Company  about  2  cents  a  car  mile  more  than  its  Electric  service. 
This  is  due  largely  to  the  fact  that  in  the  South  Divisioii 
about  45  per  cent  of  the  total  business  is  done  on  the  Cable 
lines,  requiring  only  three  power  plants.  In  the  North  and  West 
Divisions  only  34^/^  per  cent  of  the  total  business  is  done  on  the 
Cable,  requiring  eight  extensive  power  plants  for  the  operation 


100  THE  CHICAGO  TRANSPORTATION  PROBLEM 


of  the  Cable  system.  While  a  change  from  Cable  to  Electric 
power  in  the  South  Division  would  not  apparently  save  money 
in  c^mticm,  the  increase  which  could  be  obtained  in  speed  and 
the  more  elastic  methods  of  routing  that  could  be  adopted  would 

be  of  material  benefit  to  the  Company  as  well  as  the  public. 

In  the  North  and  West  Divisions  had  the  Cable  lines  been 
Electric  during  their  past  fiscal  year  the  Company  would  have 
saved  over  2  cents  a  mile  on  all  car  mileage  opera^  by  Cable, 
or  about  $225,000. 

 TABLE  NO.  i6.  

Statement  of  Operations— Chcago  City  Railway  Co.  Year  Ending  Dec.  31,  IQOI. 


Items.  Electric  Cable.  Horse.  Total. 

Maintenance  of  Way  and 

Equipment   $    278,3^5  $    262^1.18  $     94S58  $  54i»7i20i 

Pcwer  Production   $    i99,54075   $    150,850.70  $  350,391-45 

Conducting  Transportation  $  1^^.40  $  1,025,081.64  $  26,541.57  $  2,740,051.61 

Cost  of  Operating  $  2,166^5440  $  1,438,313  52   $  27,487.15  $  3,632,i55-07 

Recepits  from  Passengers.  $  3M7a3S'6i  $  2,i8&58&i5  $  20^35  $  5iB56;386.6i 
Net  Earnings  From  Oper- 
ation of  Cars...           $148(^781.21  $    750,27463*$  6,824.30  $2,224,231.54 

Miles  Run    16,727,540        13,809,620      106,090  30,643,250 

P^issengers  Carried    73*403413       44/HI.678      418^379  117,863,990 

Average. 

Receipts  Per  Mile   21  8-ioc  15  8-ioc     19  5-ioc  19  i  ioc 

Operating  Cost  Per  Mile  . ..     12  gS'^ooc       10  41-iooc  25  90-iooc       ii  8s-looc 
Percentage   of  Operating 
Expenses  to  Gross  Rer 

Receipts    $9  Af^totf/*      6$  72-100* A        133%      62  Q2-ioo"A 

Per  Cent  of  Total- 
Miles  Run    54  59-iooVo      45  06-iooVo    35-iooVo  iooV« 

Passenger  Receipts    62  a8-iooV«      37  37-iooV«    35-iooV«  iooV« 

*Loss. 

■   TABLE  NO.  17.   

Statement  of  Operations-^Chicago  Union  Traction  Co.  Xear  Ending  June  30,  1902. 

Items.  Electric  Cable.  Total. 

Maintenance  of  Way  and  Equipment..  $    610,054.57   $    480,842.03  $  1,090,896.60 

Power  Production   $    322,104.95    $    239,973.59  $  562,078.54 

Conducting  Transportation   $  1,868,035.14   $  1,049,709.15  $  2,917,744.29 

Cost  of  Operating   $  2,800,194.66   $  1,770,524.77  $  4,570,719-43 

Receipts  From  Passengers   $  4,923,08941   $  2,856,971.74  $  7,801,07578 

$  21,004.73* 

Net  Earnings  From  Operation  of  Cars.  $  2,122,894.75   $  1,107,451.70  $  3,230,356.35 

Miles  Run    20,018,334        io,6i9,779  30,732,051 

93,938* 

Passengers  Carried    98,562,555        57,i54,i84  156,136,898 

*Horae. 


HP* 


POPULATION  AND  TRAFFIC  101 

TABLE  NO.  17.— Continued. 

Items.                                                Electric             Cable.  Average. 

420,159* 

Receipts  Per  Mile                                24  59-iooc       26  90-1 00c  25  38-iooc 

22  36-1000* 

Operating  Cost  Per  Mile                          13  98-iooc        16  52-iooc  14  87-lOOc 

Percentage  of  Operating  Expenses  to 

Per  Cent  of  Total  Gross  Receipts..      56  87-iooVo      61  52-100%  58  59  lOoVo 

Miles  Run                                        65  13-100V0     34  55-iooVo  looVo 

32-iooVo* 

Passenger  Receipts                                 63  10-100%     36  62- looVo  100% 

28-iooV«* 

 TABLE  NO.  i&  

Statement  of  Operations.  One  Year— Chicago  City  Railway  Co.  and  Chicago  Union 

Traction  Co. 

Chicago  Ci^  Chicago 

Items.  Ry.Co.  U.  T.  Co.  Combined 

Net  Earnings  From  Operation  of  Cars, 

Per  Tables  id  and  17  $  2^24,23154  $  3,230,356.35  I  5454.587.89 

Income  From  Other  Sources  $     43,884.68  $  43,884.68 

Chartered  Cars   $  4,264.65 

U.  S.  Mail    19,779.35 

Advertising    33»525.oo 

Rents,  Land  &  Buildings                             -  49,703.06 

Rents,  Tracks  &  Terminals   lofiooxso 

Interest  on  D^Kisits  &  Loans   9,786167 

Miscellaneous    i4,335-07  141,393.80 

$  2,268,116.22  $  3,371,750.15  $  5.^539,866.37 

DEDUCTIONS. 

Depreciation   $  180,000.00 

Interest  on  Bonded  Indebtedness,  Now 

Retired   103,938.75 

General  Taxes   ^7,018.00 

Dividend  9  per  cent  on  $18,000,000 

CapiUl  Stock   1,620,000.00  $  2,140,956.75 

Taxes    $  614,416.93 

Interest  on  Loans    117,784.20 

Premiums  on  Bonds  Purchased   2,397.04 

Bond  Interest   1,250^740.00 

Rentals  on  Stocks   1,633,939.66  $  3/^19,277.83 

Surplus    $  127,15947 

Deficit   $   247,527.68  $  I20,36a2i 

PAYMENTS  TO  THE  CITY. 

Complying  with  the  provisions  of  certain  ordinances  under 
which  it  is  operating,  the  Chicago  City  Bailway  Company  pays 
annually  as  follows ; 


102  THE  CHICAGO  TRANSPORTATION  PROBLEM 


For  paving  and  maintaining  between  curb  lines  and  iaterseo- 
tions  where  its  tracks  cross  boulevards. 

For  the  entire  expense  of  deaning  and  maintaining  the  pave- 
ment between  eorb  lines  on  Thirty-Fiftli  Street  between  Midii' 
gan  and  Grand  Boulevards. 

For  the  entire  expense  of  cleaning  and  maintaining  the  pave- 
ment between  curb  lines  on  Forty-seventh  Street  from  Drexel 
Boulevard  to  Lake  Avenue. 

For  the  entire  expense  of  cleaning  and  Bprinkling  between 
curb  lines,  Wentworth  Avenue  from  Archer  Avame  to  Thirty- 
ninth  Street. 

For  one-third  of  the  expense  of  cleaning  and  sprinkling  be- 
tween curb  lines,  Indiana  Avenue  from  Eighteenth  Street  to 
Thirty-ninth  Street. 

For  paving  and  maintenance  of  same,  of  the  16  feet  where 
double  track  is  laid  and  8  feet  where  single  track  is  laid,  of  the 
entire  Right  of  Way,  amounting  to  $173,278  in  1901. 

For  the  expense  of  sprinkling  its  entire  system  of  tracks  from 
May  1  to  October  1  each  year,  amounting  to  $7,047  in  1901. 

For  the  use  of  the  City  liighting  Department,  $10,000  per 
annum. 

A  license  fee  of  $50  per  car  per  annum,  amounting  to  $26,212 

in  1901. 

Total  of  above  expenditures  being  $216,537,  or  nearly  1  per 
cent  of  the  gross  receipts  of  the  Company  from  all  sources.  The 
foregoing  amounts  are  fixed  charges,  but  do  not  include  taxes. 

The  Chicago  Union  Traction  Company  pays  annually  as  fol- 
lows: 

For  maintenance  of  Adams  Street,  Lake  Street,  Division 
Street,  North  Avenue  and  Chicago  Avenue  Bridges,  $3,000  per 
annum. 

For  the  several  items  under  ordinances  not  itemized,  $30,000 
per  annum. 

A  license  fee  of  $50  per  car  per  annum,  amounting  during 

fiscal  year  ending  June  30,  1902,  to  $34,892.87. 

For  the  expense  of  sprinkling  its  entire  system  of  tracks  from 
May  1  to  October  1  each  year,  amounting  to  $10,065  for  year 
ending  June  30,  1902. 

For  paving  and  maintenance  of  same,  of  ttie  16  feet  where 
double  track  is  laid  and  8  feet  where  single  track  is  laid,  of  the 
entire  Eight  of  Way,  amounting  to  $109,841.19  in  year  ending 
June  30,  1902. 


• 


POPULATION  AND  TRAFFIC 


103 


Total  of  above  expenditures  being  $187,799.06,  or  slightiy 
«yver  ime-half  of  1  per  cent  of  the  gross  receipts  of  the  Company 
from  all  sources. 

The  foregoing  amounts  are  fixed  charges  paid  annually,  but 
do  not  include  taxes. 

Exhibits  have  been  made  of  numerous  itenas  covering  repairs 
to  pavement,  repairs  to  bridges  and  viaducts,  and  subscriptions 
to  cost  of  track  elevation  and  construction  of  viaducts;  but  as 
these  items  are  paid  only  as  the  occasion  arises  and  cannot  be 
construed  as  an  annual  fixed  charge,  I  have  not  attempted  to 
report  them. 

^  CAPrPAMZATION. 

Tables  19,  20  and  21  show  the  underlying  indebtedness  as- 
sumed by  and  capitalization  of  the  Chicago  Union  Traction  Com- 
pany, with  the  annual  fixed  charges  and  the  deductions  from 
same  due  to  the  retirement  of  stocks  under  the  several  leases. 

The  total  capitalization  of  the  Chicago  City  Railway  Com- 
pany is  represented  by  its  Capital  Stock  of  $18,000,000,  on  which 
it  is  paying  at  the  present  time  9  per  cent  Annual  Dividends,  or 
$1,620,000.  This  rate  or  amount  is  in  no  manner  guaranteed,  but 
is  subject  to  change  according  to  the  successes  or  failures  of  the 
Company. 

UKBHBLTINa  INDKBTBDNE88  ASSUMED  BY  AND  CAPITAUZATION  OF  THE 

OHIOA0O  UNIOR  TBACnOK  OOlfPAKY. 

TABLE  NO.  19.  All?  .. 

Annaal  Fixed 

Chicago  West  Division  Railway  Co.—  Amount.  Charges. 

1st  Mortgage  4^  per  cent  Bonds  Due  July  i,  1932  $  4jOi6jooo  $  180,720 

Capital  Stock  (Under  Lease  to  W.  C.  St.  R.  R.)  35 

per  cent   M50,ooo  437>SOO 

Chicago  Passenger  Railway  Company — 

1st  Mortgage  6  per  cent  Bonds  Due  Aug.     1903   400,1000  24^000 

Cons.  Mortgage  5  per  cent  Bonds  Due  Dec  i,  1936   1,30(^000  <^»30o 

Capital  Stock  (Under  Lease  to  C.  W.  D.  Ry.  Co.)  5  per 

cent    1.340*300  67/)i5 

West  Chicago  Street  R.  R.  Company— 

1st  Mortgage  5  per  cent  Bonds  Due  Blay  i,  192B   339^^.000  194.800 

Cons.  Mortgage  5  per  cent  Bonds  Due  Nov.  i,  1936   6,i04/x»  3C^S,200 

D^enture  6  per  cent  Bonds  Due  Dec.  i,  1914. .  497>ooo  29^20 

Mortgage  on  Power  House  Property  5  per  cent   184,000  9,200 

Clapital  Stock  (Under  Lease  to  C.  U.  T.  Co.)  6  per  cent.  13,189,000  79i>340 
West  Chicago  Street  R.  R.  Tunnel  Co.— 

1st  Mortgage  5  per  cent  Bonds  Due  Feb.  i,  1909   1,500^  ysfioo 

Total,  West  Side  System..!  $  33X^82,300  $  2,179^95 


4r 


104  THE  CHICAGO  TRANSPORTATION  PROBLEM 


TABLE  NO.  ipt—Continucd. 

Annual  Fixed 

North  Chicago  City  Railway  Company—  Amount.  Charges. 

1st  Mortgage  4  per  cent  Bonds  Due  July  i,  1927  $     500,000  $  20,000 

2nd  Mortgage  43^  per  cent  Bonds  Due  April  i,  1927. .. .  2,500,000  112,500 
Capital  Stock  (Under  Lease  to  N.  C.  S.  R.  R.  Co.)  30 

per  cent    500,000  150,000 

North  Chicago  Street  Railroad  Co — 

1st  Mortgage  5  per  cent  Bonds 
$1,500,000  Due  July  i,  1906, 
1,250,000  Due  Jany.  i,  1909, 

421,000  Due  Jany.  i,  1916   3,171,000  158,550 

Cons.  Mortgage  4^  per  cent  Bonds  Due  Apr.  i,  1931   1,614,000  72,630 

Mortgage  on  Real  Estate  6  per  cent   15,000  900 

Capital  Stock  (Under  Lease  to  C.  U.  T.  Co.)  12  per  cent      7,920,000  950,400 

Total  North  Side  System  $  16,220,000  $  1464,980 

Total  Assumed  by  Union  Traction  Co.   $  49,902,300  $  3A^4J^7S 

Chicago  Union  Traction  Company — 

Capital  Stock,  5  per  cent  Cumulative  Preferred  $  12,000,000  $  600,000 

Capital  Stock,  Common   20,000,000 

$  32,000,000 

Grand  Total  $  81,902,300  $  4,244,875 


TABLE  NO.  20. 

Deductions  From  the  Underlying  Indebtedness  Assumed  by  The  Chicago  Union 

Traction  Company. 

Capital  Stock  of  the  Chicago  West  Division  Ry.  Co. 
(Drawing  35  per  cent  Annual  Dividends  Under  Lease 
With  the  West  Chicago  St  R.  R.  Co.)  Deposited  With 
Trustee,  the  Increment  From  Which  is  to  be  Used  to 
Purchase  and  Retire  ist  Mortgage  Bonds  of  the  Chicago 
West  Division  Ry.  Co  $ 

Capital  Stock  of  the  Chicago  Passenger  Ry.  Co.  (Draw- 
ing 5  per  cent  Annual  Dividends  Under  Lease  With 
the  Chicago  West  Division  Railway  Co.)  in  Hands  of 
Trustee,  the  Ino-ement  From  Which  is  to  be  Used  To- 
ward Payment  of  Interest  on  ist  Mortgage  Bonds  

Capital  Stock  of  the  West  Chicago  St.  R.  R.  Co.  (Draw- 
ing 6  per  cent  Annual  Dividends  Under  Lease  With 
the  Chicago  Union  Traction  Co.)  in  Hands  of  Trustee, 
the  Increment  From  Which  is  to  be  Devoted  to  the 

Interests  of  the  Chicago  Union  Traction  Co   3,200,000  192,000 

Total  West  Side  System   $  4,555, 100      $  447,285 


730,000 


36,500 


4li 


* 


POPULATION  AND  TRAFFIC  IQS 

TABLE  NO.  ^.-Continued.  pj^^ 

Capital  Stock  of  the  North  Chicago  City  Ry.  Co.  (Draw-  Amount.  Charges, 
ing  30  per  cent  Annual  Dividends  Under  Lease  With 
North  Chicago  St  R  R.  Ca)  Deposited  With  Trustee, 
the  Increment  From  Which  is  to  be  Used  for  the 

the  Purpose  of  the  N.  C.  St  R  R.  Co.  $    250,100  $  75,030 

Capital  Stock  of  the  North  Chicago  St.  R.  R.  Co.  (Draw- 
ing 12  per  cent  Annual  Dividends  Under  Lease  With 
Chicago  Union  Traction  Co.)  Deposited  With  Trustee, 
the  Increment  From  Which  is  to  be  Devoted  to  the 

Interests  of  the  Chicago  Union  Traction  Co                     2,000,000  240,000 

Total  North  Side  System  $  2,250,100  $  315,030 

Total  Deductions  for  Both  Systems  $  6,805,200  $  762,315 

TABLE  NO.  21. 

SUMMARY  OF  CAPITALIZATION. 

WestDiv.      North  Div, 

SsrsteoL        System.  Total. 

Bonds   ...$17,903,000     $7300,000  $25,703,000 

Stocks                                                15,779.300      8,420/wo  24,199300 

^  .                                                $33,682,300    $16,220,000  $49,902,300 

Deductions                                               4,SSS,ioo       2^SffKioo  6^05,200 

Net  total  $29,127,200    $13,969,900  $43,097,100 

Chicago  Union  Traction  Co.  preferred  stock  $12,000,000 
Chicago  Union  Traction  Co.  common  stock  20,000,000 

  32,000,000 

Net  total  capitalization  of  Union  Trac- 
tion System  (excluding  Consoli- 
dated System)    $75,097,100 

SUMMARY  OF  ANNUAL  FIXED  CHARGES. 

West  Div.       North  Div.  Total. 

Guaranteed  stock  dividends  $1,295,855      $1,100,400  $2,396,255 

Less  deductions                                           447,285         315,030  762,315 

Net  guaranteed  stock  dividends                      $848,570       $785,370  $1,633,940 

Bond  interest                                              874,840         363,680  1,238,520 

Interest  real  estate  mortgages                              9>200              900  10,100 

$1,732,610      $1,149,950  $2,882,560 

5  per  cent  cumulative  dividends  on  Union  Trac- 

tton  preferred   600,000 

$3,482,560 


4- 


a 

^1 


• 

9 


t 


PABT  IV. 


THBOUGH  ROUTES,  UNIVERSAL  TRANSFERS,  AND 
THE  ONE-CITY-ONE-FABE  QUEZON. 
€    ■ 

Treating  of  the  Relative  Merits  of  Operating  Cars  Over  Through 
Routes  as  Compared  with  Down-Town  Terminals.— Dis- 
eofises  the  Subject  of  Universal  Transfers  and  the  Ques- 
tion :   Could  a  Unified  Company  Afford  to  Conduct  the 

#  •      Transportation  Business  of  Chicago  on  a  Gne-B^are 

Basis? 

«  Sorting  on  that  portion  of  your  Committee's  requir^mts 

relating  to  the  joint  use  of  tracks  hy  all  Companies ;  the  unre- 
stricted  use  of  transfers  between  all  Companies,  and  the  relative 

*  merit  of  through  routes  as  against  down-town  terminals  with 
transfer  privileges,  to  the  end  that  the  traveling  public  be  carried 
f or  <Mie  fare  within  the  confines  of  the  territory  served  by  the 
Chicago  City  Railway  0<Hnpany  and  the  Chicago  Union  Traction 
Company  and  its  affiliated  Companies,  I  beg  to  submit  tiie  fol- 
lowing . 

^  There  seems  to  be  a  great  unanimity  of  sentiment  as  to  the 

desirability  of  securing  for  the  citizens  of  Chicago,  in  the  ad- 
justm^t  of  the  transportation  question,  one  fare  within  the  lim- 
its of  the  territory  served  by  tiie  Companies  at  present  affected 
by  the  expiration  of  franchises.    While  this  is  the  prevailing 

y  sentiment,   no   one,   to   my  knowledge,   has   advanced  any 

definite  ideas  tending  to  bring  such  a  condition  about 
that  are  not  open  to  serious  objections  on  the  part  of 
either  the  Companies  or  the  people.  It  is  argued  by 
some  that  the  cars  of  one  Company  should  traverse  the 
tracks  of  the  other  Companies,  thus  giving  through,  contin- 

H  uous  service  between  divisions,  without  change  of  cars  or  the  use 

r  of  transfers.   Others,  who  have  given  the  detail  of  operation  a 

^  little  more  thorough  study,  are  convinced  that  this  method  is 

impracticable  from  an  operating  standpoint,  and  favor  the  un- 
restricted exchange  of  transfers  between  companies  to  accomplish 

107 

Mr 


108  THE  CHICAGO  TRANSPORTATION  PROBLEM 


the  desired  end.  Still  others  are  of  the  opinion  that  the  end  can- 
not be  accomplished  without  a  consolidation  of  managemeint  on 
some  basis  that  will  do  away  with  the  necessity  of  accounting 
between  Companies. 

THBOUOH  B0UTE8. 

In  Steam  Eailroad  operation  it  is  a  common  practice  for  the 
cars  of  one  Company  to  utilize  the  trackage  of  another  entirely 
separate  Company  for  the  purpose  of  i)erfecting  more  desirable 
routes,  and  passengers  and  freight  originating  in  the  territory  of 
the  conceded  trackage  is  hauled  by  the  concessionair  Company 
indiscriminately.  In  such  caSse  it  is  an  easy  matter  to  account 
the  business  done,  as  all  business  is  done  at  fixed  station  points 
only,  subject  to  the  supervision  of  the  conceding  Company. 

In  Street  Railroad  operation  the  conditions  are  different. 
Passengers  are  received  and  discharged  at  every  street  inter- 
section, some  riding  through  the  territory  of  both  Companies, 
others  riding  only  in  the  territory  in  which  they  originated,  with 
absolutely  no  method  of  checking  possible  for  either  Company. 
It  may  be  argued  that  there  should  be  no  necessity  of  aooount- 
ing  between  Companies ;  that  eadh  Company  might  run  an  equal 
number  of  cars  on  a  certain  line  and  that  each  Company  might 
retain  its  receipts.  This  would  be  equitable  if  each  territory 
contained  an  equal  amount  of  the  mileage  of  the  line,— if  the  pop- 
ulation served  by  the  line  in  both  territories  were  of  equal  density 
and  if  Hie  travelling  prop^isities  of  the  residents  of  each  ter- 
ritory were  equal otherwise  grave  injustice  would  be  done  to 
one  of  the  Companies.  Another  plan  might  be  proposed,  viz. : 
At  the  point  where  the  car  left  one  territory  and  entered  the  other 
a  representative  of  each  Company  might  be  present  to  take  a 
reading  of  the  fare  register,  and  make  a  count  of  the  passengers 
aboard  and  make  settlement  between  Companies  on  the  figures 
thus  obtained.  While  this  plan  would  adequately  protect  each 
Company  in  its  gross  receipts,  the  expense  attached  to  the  con- 
duct of  such  a  plan  and  the  time  employed  in  completing  the 
transaction,  congesting,  as  it  naturally  would,  the  point  at  which 
the  transaction  occurred,  and  causing  delay  to  the  passengers 
on  the  car,  would  make  it  practically  prohibitiYe.  In  either  of 
the  foregoing  plans  it  would  be  difficult  to  fix  the  liability  in 
case  of  accidents. 

A  third  plan  might  be  suggested.  At  the  point  where  the  car 
left  one  territory  and  entered  the  other  crews  could  be  changed. 


ROUTES  AND  TRANSFERS 


109 


each  Company's  employes  retaining  fares  collected,  and  a  count 
of  passengers  aboard  be  made  and  an  adjustment  of  dif^erences 
be  had  at  the  end  of  the  day.   This  method  would  take  care  of 

the  question  of  accident  liability  and  equitably  adjust  receipts 
between  Companies;  but  the  passengers  would  suffer  constant 
and  serious  delays  from  the  failure  of  crews  to  meet  at  the  desig- 
mAei  point,  for  change,  on  account  of  the  constant  interruption 
of  car  traffic  from  various  causes. 

These  are  the  chief  arguments  which  will  be  urged  by  the 
Companies  against  the  extending  of  the  privileges  of  one  fare  by 
means  of  the  through  route  method  of  car  operation  imder  di- 
visional ownership. 

I  recognize  the  great  desirability  of  conducting  transporta- 
tion facilities  along  the  lines  of  through  routes  through  all  divi- 
sions, and  after  having  given  the  question  a  great  deal  of  inves- 
tigation and  consideration  I  am  of  the  opinion  that  it  can  be 
done  in  a  practicable  and  equitable  manner  provided  your  Com- 
mittee should  see  fit  to  require  it  after  considering  it  in  coimec- 
fion  with  the  other  subject  matter  in  this  report 

One  method  of  acocnnplishing  it,  and  to  me  a  comparatively 
simple  one,  would  be  to  equip  each  car  with  two  cash  fare  regis- 
ters. One  register  would  be  used  to  record  all  fares  originating 
on  a  south-bound  car  south  of  any  fixed  line  in  the  business 
district,  say  Monroe  street,  and  on  the  same  car  when  north  bound 
to  the  same  line  (Monroe  street) . 

From  this  point  the  use  of  the  first  register  would  be  disoon- 
tinued,  by  locking  it  or  otherwise,  and  the  other  register  brought 
into  use.  All  fares  originating  north  of  Monroe  street  on  the 
car  when  north  bound,  and  all  fares  collected  on  the  same  car 
when  south  bound,  as  far  as  Monroe  street,  would  be  recorded  on 
this  register.  On  reaching  Monroe  street  the  use  of  it  would  be 
discontinued  and  the  other  register  again  brought  into  use. 

I  believe  that  this  principle  could  be  applied  in  such  a  manner 
as  to  fully  meet  all  conditions.  If  this  plan  should  not  be  satis- 
factory to  the  companies,  I  am  quite  sure  that  they  would  soon 
agree  upon  some  other  method  of  accomplishing  the  object  if 
conditions  made  it  necessary. 

UNIVEBSAL  TBAKSFEBS. 

In  reference  to  the  method  of  an  unrestricted  exchange  of 
transfers  tc  accomplish  the  desired  end  of  one  fare  within  the 
limits  of  the  territories  served  by  the  two  Companies. 


110  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Operation  under  this  method  would  be  equitable  to  both  Com- 
panies if  the  average  leiigtii  of  haul  in  the  two  territories  were 
the  same.  The  av^-age  length  of  the  piresent  routes  operated  by 
the  Chicago  City  Bailway  CcHnpaiiy  is  W  37-100  miles,  the  aver- 
age length  of  roates  in  the  West  Division  is  8  57-100  and  the  aver- 
age length  in  the  North  Division  is  6  50-100  miles,  or  a  Grand 
Average  for  the  Union  Traction  Company's  system  of  7  69-100 
miles.  It  will  be  seen  from  this  that  the  probable  average  ride 
for  all  passengers  hauled  by  the  Chicago  City  Eailway  Company 
on  transfm  issued  by  the  Union  Traction  Company  would  be 
2  68-100  miles  longer  on  the  lines  of  the  former  Company  than  it 
would  be  for  passengers  hauled  by  the  Union  Traction  Company 
on  transfers  issued  by  the  Chicago  City  Railway  Company.  If 
the  lines  of  the  Chicago  Consolidated  Traction  Company  were 
included  in  the  transfer  system  of  the  Union  Traction  Company 
flie  average  length  of  routes  in  the  Union  Traction  Company 
territory  would  more  nearly  approximate  the  average  of  the 
Chicago  City  Eailway  Company's  routes. 

The  combined  population  of  the  North  and  West  Divisions, 
comprising  the  territory  of  the  Union  Traction  Company,  is 
greatiy  in  excess  of  the  population  of  the  South  Division,  the 
territory  of  the  Chicago  City  Bailway  Company,  consequently 
the  initial  travel  fmm  the  Union  Traction  Company's  territory 
to  the  territor^^  of  the  Chicago  City  Railway  Company  would  be 
greater  than  the  initial  travel  from  the  Chicago  City  Railway 
Company 's  territory  to  the  territor>^  of  the  Union  Traction  Com- 
pany; but  each  Company  would  get  the  cash  fare  on  the  return 
trip,  thus  equalizing  the  total  business  d<me  by  both  Companies. 

The  method  of  settlement  between  the  two  Companies  would 
be  to  pay  cash,  at  the  rate  of  5  cents  for  each  transfer  presented 
by  one  Company  in  excess  of  the  transfers  presented  by  the  other 
Company.  This  method  of  operation  is  feasible  and  comparar 
tively  equitable  as  between  Complies;  but,  in  operation,  on 
lines  terminating  in  the  business  c^ter,  it  would  be  exceedingly 
unsatisfactory  to  the  travelling  public,  as  no  system  of  loops 
would  converge  at  one  point  without  creating  a  large  number  of 
grade  crossings  between  loops,  thus  materially  diminishing  the 
terminal  capacity  of  the  district  and  producing  great  congestion. 
The  holder  of  a  transfer  from  one  line  to  another  in  the  business 
center  would  be  compelled  to  walk  from  cMie  to  four  Mocks  to 
reach  his  car. 

Of  course  it  is  true  that  at  the  present  time,  under  the  double 


ROUTES  AND  TRANSFERS 


111 


fare  system,  passengers  desiring  to  utilize  both  systems  are  com- 
pelled to  walk  certain  distances  in  changing  from  one  system  to 
the  other,  and  consequently  this  argument  against  the  transfer 
method  of  accomplishing  the  end  of  one  fare  between  divisions 

is  without  effect;  but  in  devising  methods  for  the  accomplish- 
ment of  the  desired  end  the  effort  should  be  made  to  eliminate 
as  far  as  possible  the  disadvantages  under  which  the  travelling 
public  is  at  present  laboring— and  if  the  great  disadvantage  to 
the  passenger,  of  having  to  walk  several  blocks  in  order  to  com- 
plete a  trip  between  divisions  for  (me  fare,  cannot  be  eliminated 
in  the  adoption  of  the  transfer  method,  then  some  other  method 
than  the  transfer  method  should  be  adopted. 

While  the  interchange  of  transfers  between  Companies  and 
the  method  of  accounting  and  settlement  would  be  omiparatively 
equitable  as  between  Ccmipanies,  both  Companies  would  be  sub- 
jected to  the  great  loss  from  traffic  in  transfers  which  would 

inevitably  follow  the  issuing  of  transfers  for  use  in  the  business 
center.  As  has  been  shown,  about  80  per  cent  of  the  total  travel 
is  to  and  from  the  business  center.  It  is  probable  that  a  large 
percentage  of  the  travel  between  divisions  is  via  the  business 
center,  as  under  the  present  arrangement  of  trackage  there  is 
only  one  street  outside  of  the  business  center  on  which  the  lines 
of  the  two  Companies  connect,  viz.:  Halsted  Street.  On  all 
other  outlying  streets  a  distance  of  over  a  half  a  mile  intervenes. 
No  loss  would  be  sustained  if  every  passenger  receiving  a  trans- 
fer used  the  transfer  himself  to  complete  his  trip  between  divi- 
sions, but  the  loss  would  be  sustained  when  one  person  received 
a  transfer  and  gave  it  or  sold  it  to  another  person,  who  used  it 
on  the  connecting  line,  thus  enabling  two  persons  to  ride  for  one 
fare.  That  this  is  done  at  the  present  time  within  the  confines 
of  the  individual  Companies  under  the  limited  opportunity  af- 
forded is  a  well-known  fact,  and  the  opportunity  would  be  enor- 
mously increased  by  the  introduction  of  transfer  points  in  the 
business  center.  There  does  not  seem  to  be  any  way  of  stopping 
this  traffic  in  transfers.  There  may  be  some  way  devised  in  the 
future  to  overcome  the  difficulties  surrounding  the  use  of  trans- 
fers to  permit  extending  the  privilege  of  one  fare  between  di- 
visions, but  I  am  constrained  to  admit  that  at  the  present  time  I 
cannot  devise  any  plan  applicable  to  a  business  center  surface 
terminable  system  that  will  overcome  the  objectionable  features 
to  the  travelling  public  and  completely  conserve  the  interests  of 
the  operating  Companies. 


112  THE  CHICAGO  TRANSPORTATION  PROBLEM 


The  nearest  approach  to  a  practicable  solution  of  this  diffi- 
vsalty  is  to  station  transfer  agents  at  certain  pmnts  within  the 
business  district  where  the  different  lines  intersect^  althongh  this 
would  not  entirely  prevent  the  misuse  of  transfers. 

JOINT  USE  OF  TBACKS. 

In  reference  to  the  joint  use  of  tracks  in  the  business  center 
for  terminal  purposes. 

There  should  be  no  difficulty  in  arranging  terminal  facili- 
ties.  Under  the  plan  for  terminals  recommended,  as  per  Map 

No.  2,  each  loop  is  independent,  consequently  there  would  be  no 
joint  use  of  tracks.  Map  No.  3  shows  a  plan  for  accomplishing 
the  same  object  by  the  joint  use  of  tracks.  Each  Company  should 
give  up  its  present  trackage  rights  in  the  business  district  and 
accept  new  grants  on  a  plan  best  suited  for  the  aoocMnmodation  of 
the  passengers  from  each  division.  No  vtdue  ccm  he  cMached  to 
trackage  rights  in  the  terminal  district  that  cannot  be  profitably 
utilized  for  terminal  or  through  route  purposes. 

Part  5  of  this  report  treats  of  the  third  method  of  accomplish- 
ing the  desired  end  of  one  fare  within  the  territories  of  both  C^m- 
panies  under  a  unification  of  ownership  or  management. 

CAN  PASSED  G£BS  B£  GABBIED  PBOflTABLY  WITHIN  THB  GITY  UMITB 

ON  A  SINGLE  FARE  BASIS  t 

We  now  come  to  the  consideration  of  the  question:  Could  a 
Company  afford  to  conduct  the  transportation  business  of  Chi- 
cago on  the  basis  of  a  single  fare! 

In  the  absence  of  a  practical  demonstration,  any  answer  to 
this  question  must  be  considered  as  a  matter  of  opinion.  The 
extreme  distance  served  by  the  two  Companies  combined  is  em- 
braced by  Sev^ty-ninth  Street  on  the  ScHith  and  Devon  Aymx^ 
on  the  North,  a  distance  of  about  17  miles.  If  every  pass^ger 
travelled  this  distance,  the  answer  would  emphatically  be,  No! 
The  answer  would  be  the  same  if  every  passenger  travelled  one- 
half  of  this  distance. 

As  is  shown  by  population  map  No.  7,  herewith  submitted,  the 
dense  population  of  the  city  is  located  North  of  Pif ty-fifth  Street, 
East  of  California  Avenue  and  South  of  Diversey  Boulevard. 
The  territory  within  these  boundary  lines  is  well  served  by  the 
surface  lines,  and  the  transportation  of  a  large  percentage  of  its 
population  is  done  by  the  surface  lines.  The  population  outside 
of  these  boundary  lines  seeks  other  means  of  transp<Hrtatioii  to  the 


ROUTES  AND  TRANSFERS 


113 


business  center  where  it  is  possible,  owing  to  the  distance  and 
the  quicker  time  that  Elevated  and  Steam  Roads  make.  The 
extreme  distance  North  and  South  within  these  boundary  lines  is 
only  10  miles,  a  lees  distance  than  it  is  now  possible  to  ride  on 
either  of  the  Companies  lines  for  one  fare.  If  every  passenger 
rode  the  extreme  distance  that  it  is  now  possible  to  ride  on  either 
Company's  lines,  the  present  fare  would  not  be  sufficient,  but 
because  only  a  small  proportion  of  their  patrons  avail  themselves 
of  the  extreme  privileges  allowed  by  the  companies  they  are  en- 
abled to  extend  them.  In  my  judgment  the  same  would  be  true 
if  the  privileges  were  extended  to  the  entire  territory  embraced 
by  the  lines  of  the  two  Companies,  and  the  travel  between  divi- 
sions that  would  be  induced  by  the  extension  of  these  privileges 
would  compensate  for  the  loss  in  double  fares  between  divisions 
at  present  in  force.  The  fact  must  be  recognized  that  about  80 
per  cent  of  the  whole  present  travel  from  all  divisions  on  the 
surface  lines  is  to  and  from  the  business  center,  and  the  extension 
of  the  privilege  of  one  fare  between  divisions  would  not  appre- 
ciably alter  this  fact 

The  cost  of  operation  attendant  on  such  an  extension  of  privi- 
lege would  not  be  materially  greater  than  it  is  at  the  present  time. 
The  same  total  number  of  cars  that  are  in  operation  at  the  present 
time  would  do  the  same  amount  of  business  as  they  do  now.  They 
would  be  differently  distributed  under  a  unified  operation,  but  no 
more  would  be  required  to  furnish  to  all  parts  of  the  ccnnbined 
territory  a  service  equal  to  that  being  furnished  now.  If  the 
privilege  of  one  fare  were  extended  to  the  whole  territory  em- 
braced by  the  two  Companies,  and  the  concession  was  accom- 
plished by  the  giving  of  transfers,  it  can  be  readily  seen  that  the 
number  of  cars  would  not  have  to  be  increased,  as  the  same  peo- 
ple that  would  get  the  benefits  of  the  transfer  are  now  riding 
and  paying  for  the  privilege.  An  increase  in  cars,  and  conse- 
quently an  increase  in  operating  expenses,  would  only  come  when 
the  extra  travel  induced  by  the  concession  required  more  cars, 
and  then  the  Companies  could  afford  to  furnish  the  cars. 

As  will  be  shown  in  Part  5  of  this  report,  whidi  outlines  a 
plan  of  operation  under  a  unification  of  control,  operating  for 
one  fare  within  the  city  limits,  practically  the  same  sendee  that 
is  being  given  at  the  present  time  can  be  given  with  200  cars  less 
than  are  now  in  operation,  owing  to  the  increased  speed  obtained 
by  the  change  of  the  Cable  lines  to  Electric  and  the  greater  facil- 
ity of  operating  under  continuous  through  routes  as  against  the 


114 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


present  Divisional  02)eration.  To  this  saving  can  be  added  the 
saving  that  would  accrue  from  a  reduction  in  administration  and 
superintending  expense  through  the  maintenance  of  only  one  or- 
ganization. 

It  is  my  opinion,  after  a  careful  canvas  of  the  matter,  that 
a  unified  Company  could  afford  to  furnisli  transportation  facili- 
ties to  the  entire  territory  embraced  by  the  lines  of  the  Chicago 
Cit>-  Railway  Company,  the  Chicago  Union  Traction  Company 
and  the  Chicago  Consolidated  Traction  Company  tvUhm  the  cUy 
limits  for  a  single  fare,  and  I  am  also  of  the  opinion  that  compa- 
nies operating  under  Divisional  ownership  or  management  could, 
if  properly  protected  against  the  fraudulent  use  of  transfers, 
grant  the  same  privilege,  but  at  a  slightly  increased  expense  to 
tliemselves  over  what  it  would  be  to  a  unified  company.  Further- 
more, I  believe  that  no  one  thing  that  could  be  done  for  Chicago 
would  tend  more  to  enhance  its  growtti  and  prestige  than  the 
securing  of  such  a  concession  in  the  settlement  of  the  transporta- 
tion question. 


PAfiT  V. 


DISCUSSION  OF  A  NEW,  REORGANIZED  AND  UNIFIED 
SYSTEM  OF  STREET  RAILWAYS  FOR  CiilCAGO. 


Reoommendations  for  a  General  Plan  of  Surface  Transpor- 
tation Under  a  Unification  of  Control  of  the  C  liieago 
City  Railway  Company,  the  Chicago  Union  Traction 
Company,  the  Chicago  Consolidated  Traction  Company 
and  the  Cliicago  General  Railway  Company,  Utilizing 
Subway  and  Surface  Terminals  in  the  Business  Distrid; 
.  and  Routing  Cars  Through  AH  Divisions.— Embodies 
General  Plan  of  Subways  Required  for  Such  Operation 
and  Outlines  the  Use  of  Transfers.— Gives  Schedule  of 
Routes  Recommended,  Showing  Length  of  Routes, 
Time,  Number  of  Cars  and  Headway  of  Cars.— Gives 
Schedule  of  Streets  on  Which  Tracks  Should  be  Built 
in  the  Creation  of  Such  a  System,  Showing  Distance  and 
Type  of  Track  Construction.— Submits  Estimates  of 
Cost  to  Produce  the  System  Ready  for  the  Operation  of 
Cars  and  an  Estimate  of  the  Earnings  to  be  Derived 
from  the  Operation  of  Such  a  System,  Based  on  the  Past 
Performances  of  the  Present  Companies. 


I  have  been  asked  to  fornmlate  a  plan  of  surface  transpor- 
tation for  Chicago,  treating  the  situation  as  if  all  Divisional  lines 
were  eliminated  and  as  if  the  Chicago  City  Railway  Company 
and  the  Chicago  Union  Traction  Company  were  under  one  own- 
ership and  one  operating  managMnent,— transporting  i3assengers 
for  one  fare  throughout  the  territory  at  present  served  by  both 
Companies.  It  has  been  previously  said  in  this  report  that  this 
would  be  the  ideal  condition  for  Chicago's  citizens  and  also  that 
a  unification  of  management  of  these  Com])anies  was  a  condition 
that  must  be  precedent  to  any  really  satisfactory  amd  pemumeni 
solution  of  ttte  transportation  problan. 


116  THE  CHICAGO  TRANSPORTATION  PROBLEM 

BELATION  OF  UNIFICATION  TO  THE  SXTBWAT  QUS3XI0K. 

If  subways  were  built  for  the  accommodation  of  cars  operated 
under  the  present  Ittvisional  plan  with  the  eliminating  of  grade 
crossings  held  in  mind,  the  subway  system  would  naturally  con- 
sist of  a  number  of  small  loops,  disconnected,  and  entering  from 
each  Division.  With  such  a  system  of  subways  once  installed, 
the  realization  of  an  ideal  system  of  inter-divisiom  transporta- 
tion would  be  indefinitely  po&tponed.  The  desire  for  a  system 
of  subways  in  Chicago  has  arisen  on  account  of  the  congested 
condition  of  the  streets  in  the  business  district,  and  if  built,  they 
should  be  built  on  a  plan  designed  to  reduce  the  congestion  to  the 
minimum  and  at  the  same  time  render  the  most  service  to  the 
travelling  public,  and  with  a  view  to  the  future  good  of  the  city. 
The  congested  area  is  embraced  between  the  River  on  the  North 
and  West  and  Twelfth  Street  on  the  South.  The  distance  between 
i<he  Biver  on  the  North  and  Twelfth  Street  m  the  South  is  about 
twice  as  great  as  the  distance  between  the  River  and  the  Lake. 
The  deflection  to  the  East  in  the  course  of  the  Eiver,  between 
Harrison  and  Sixteenth  Street,  narrows  the  neck  of  land  leading 
to  the  South  Division,  so  that  the  highways  between  the  business 
center  and  the  South  Division  are  very  mnch  choked  between 
those  points.  Logically,  subways  designed  to  avoid  and  decrease 
congestion  should  pass  through  the  longway  of  the  congested  dis- 
trict in  order  to  perform  the  greatest  service. 

Following  this  course  of  reasoning,  my  recommendations  are 
for  North  and  South  subways  between  Fourteenth  Street  and 
Indiana  Street,  and  in  one  plan  hereinafter  outlined,  with  con- 
nections to  the  two  tunnels  at  present  leading  to  the  West  Divi- 
sion, as  more  fully  set  forth  in  the  following  plan  for  a  transpor- 
tation system. 

While  Chicago  is  a  city  primarily  laid  out  on  the  radiating 
plan,  owing  to  the  course  of  the  Chicago  River,  the  system 

adopted  in  annexing  adjacent  territory  has  given  it  a  lake  front- 
age of  about  twenty-one  miles,  and  an  additional  four  and  one- 
half  miles  South  from  the  Lake  Shore  along  the  Indiana  State 
line,  making  a  total  distance  North  and  South  within  limits  of 
twenty-five  and  one-half  miles,— its  width  varying  from  six  to 
eleven  miles.  The  extreme  limit  of  the  territory  at  present  em- 
l)raced  by  the  lines  of  the  Chicago  City  Railway  Company  and 
the  Union  Traction  Company  is  Seventy-ninth  Street  on  the 
South,  nine  miles  from  Madison  Street^  and  Jkivm  Avenue  on  the 


PLAN  FOR  A  NEW  SYSTEM 


117 


North,  eight  miles  from  Madison  Street,  an  extreme  distanoe  of 
seventeen  miles. 

GEISERAL  PLAN  OF  OPEKATION  UNDER  UNIIIED  MANAGEMENT. 

For  a  general  plan  of  transportation  within  these  limits,  and 
to  meet  the  requirements  laid  down  by  you  in  my  commission 
to  eliminate  grade  crossings  and  provide  for  operation  of 
through  lines  hetween  the  North  and  South  Sides  of  the  city 
through  the  business  center,  and  in  conjunction  with  the  loop 
terminals  from  all  divisions,"  the  following  is  submitted.  While 
this  plan  accomplishes  the  results  required  as  above  set  forth, 
there  are  other  conditions  to  be  considered  which  might  not 
make  this  plan  the  most  practicable  for  adoption  at  the  present 
time,  and  I  submit  in  conjunction  herewith  other  plans  which 
will  be  subsequently  considered. 

The  north  and  south  tracks  of  the  three  divisions,  at  preset 
built,  including  those  west  of  the  river,  should  be  connected,  and 
through  north  and  soutli  lines  of  cars  be  operated  on  each  street, 
these  lines  to  be  designated  the    Trunk  System.'' 

Upon  the  east  and  west  tracks  of  the  three  divisions,  at  pres- 
ent built,  through  east  and  west  lines  of  cars  should  be  operated 
on  each  street,  these  lines  to  he  designated  the  ''Cross-Town 
System." 

Upon  the  diagonal  avenues  radiating  from  the  business  center 
and  paralleling  the  north  and  south  branches  of  the  Chicago 
Hiver,  there  should  be  operated  lines  of  cars  between  the  nortti- 
east  and  southwest,  and  between  the  soutiieast  and  noiiliwest 
sections  of  the  city,  through  the  business  ce/i^er,— designated 
the  *  *  Avenue  System. ' ' 

In  recognition  of  the  fact  that  the  business  center  is  the  objec- 
tive poont  of  a  very  large  proportion  of  the  city's  travel,  espe- 
cially morning  and  night,  whatever  service  that  was  found  nec- 
essary to  augment  the  service  above  set  forth  should  be  operated, 
as  at  present,  from  all  divisions,  terminating  in  the  business 
center. 

To  serve  the  local  travel  in  the  business  district,  and  distrib- 
ute and  transfer  passengers  arriving  at  depots,  tracks  in  the 
down-town  district  should  be  so  arranged  as  to  connect  all  the 
depots,  and  lines  of  cars  be  routed  and  operated  continuously  in 

that  district,  independent  of  any  of  the  foregoing  systems.  This 
local  system  should  issue  and  receive  transfers  to  and  from  any 
and  all  lines  entering  the  business  district 


118 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Tliere  is  no  question,  in  my  opinion,  but  what  a  suflScient 
nuinber  of  cars  of  proper  design,  properly  routed,  and  operated 
judiciously,  under  adequate  headway,  on  this  general  plan,  would 
give  to  the  citizens  of  Chicago  a  system  of  transportation  that 
would  only  be  excelled  in  cities  where  elevated,  underground  and 
surface  systems  exist  under  one  control,  and  are  all  used  to  equal- 
ize time  and  distance  within  the  city  limits. 

If  it  were  possible  to  incorporate  the  elevated  system  into  this 
general  plan  of  transportation,  operating  the  elevated  cars  within 
certain  prescribed  districts,  adjacent  to  the  business  center,  as 
express  lines  only,  and  using  the  crossing  surface  lines  outside 
of  that  boundary  as  feeders  to  the  elevated  lines,  the  residents 
of  the  outlying  territory  would  be  brought  as  close  to  the  busi- 
ness center,  in  point  of  time,  as  the  more  favorably  located  resi- 
dents of  the  territory  directly  contiguous  to  the  business  district, 
i^rved  by  the  surface  systan  only ;  but  as  ike  problems  submitted 
to  me  contemplate  only  a  rearrangement  of  surface  transporta- 
ti(m,  ultra-ideal  conditions  must  be  dismissed  from  consideration 
and  the  most  ideal  conditions  of  which  the  situation  is  susceptible 
be  evolved. 

Under  the  operation  of  the  north  and  south  trunk  system  and 
the  east  and  west  croef>  town  system  of  cars,  with  a  reasonable 
use  of  transf^ers-  residents  of  any  portion  of  any  division  at 
present  served  by  the  lines  of  the  divisional  companies  would  be 
enabled  to  reach  any  i)ortion  of  any  other  division. 

Under  the  operation  of  the  avenue  system,  residents  of  the 
northwesterly  portion  of  the  city— that  district  farthest  removed 
from  the  easterly  portion  of  the  South  Division— would  be  ena- 
bled to  travel  over  the  least  distance,  and  thus  avail  themselves 
of  the  benefits  designed  at  the  time  of  the  creation  of  the  avenues. 
The  same  is  true  as  regards  the  residents  of  the  southwesterly 
I'ortion  of  the  city  in  relation  to  their  travel  to  the  easterly  por- 
tion of  the  North  Division.  There  does  not  seem  to  be  any  de- 
mand for  through  lines  of  cars  passing  through  the  business 
center,  between  the  central  portions  of  the  West  Division  and  the 
North  and  South  Divisions.  There  would  be  nothing  gained  in 
point  of  distance  by  the  establishment  of  such  lines,  and  time 
would  be  lost,  owing  to  the  congestion  incident  to  the  business 
district.  The  other  sides  of  the  rectangles  could  be  used  to 
better  advantage.  Should  experience  develop  the  necessity  of 
such  routes,  they  could  easily  be  inaugurated  without  changes 
in  the  subway  system. 


PLAN  FOR  A  NEW  SYSTEM 


119 


Under  the  operation  of  the  separate  and  distinct  system  of 
cars  in  the  business  center,  free  and  easy  intercourse  between 
railroad  stations  and  between  all  points  of  the  down-town  dis- 
trict would  be  established,  an  end  much  to  be  desired.  This 
operation  could  be  extended  in  the  future,  as  the  district  became 
enlarged— which  enlargement  will  certainly  follow  the  rear- 
langement  of  street-car  service  on  the  above  outlined  plan. 

By  using  this  Business  Center  System,''  as  a  distributing 
and  collecting  agency,  the  necessity  of  large  loops  is  eliminated, 
and  the  limited  area  suitable  for  terminal  facilities  can  be  util- 
ized to  its  fullest  capacity.  By  the  operation  of  such  a  distrib- 
uting system  the  through  service  on  the  north  and  south  trunk 
tracks  can  be  taken  through  the  business  center  in  subways  under 
streets  most  suitable,  without  reference  to  finy  local  points,  and 
the  terminal  loops  of  the  east  and  west  cross-town  system  and 
of  the  avenue  system  can  be  located  with  reference  (mly  to  the 
highways  over  which  they  enter  the  business  district. 

One  of  the  fundamental  principles  in  conducting  transporta- 
tion is  to  give  through  traffic  the  right  of  way,  or  to  route  it  in 
the  channel  of  least  resistance,  over  the  shortest  distance.  The 
through  service  on  the  plan  outlined  will  be  on  the  north  and 
south  tracks  and  on  the  avenue  tracks.  Over  the  easterly  north 
and  south  tracks  whicli  traverse  the  business  center,  will  bt 
routed  the  avenue  traffic. 

SUBWAY  BOUTES. 

Conforming  to  the  fundamental  principle  above  laid  down, 

and  recognizing  that  a  large  proportion  of  the  through  traffic 
will  be  conducted  between  the  North  and  South  Divisions  con- 
tiguous to  the  Lake  Shore,  and  over  the  Avenue  lines,  through 
the  business  center,  the  subway  system  of  Chicago  should  consist 
of  subways  between  Fourteenth  Street  and  Indiana  Street— 
under  the  north  and  smih  streets  best  adapted  to  serve  the 
north  and  south  through  traffic,  with  east  and  west  connec- 
tions (See  Subway  Plan  1,  Map  11)  from  the  most  westerly 
subway,  to  the  two  tunnels  leading  to  the  West  Division, 
for  the  accommodation  of  the  avenue  through  traffic. 
The  avenue  through  traffic  from  the  North  and  South 
Division  should  be  routed— outside  of  the  subway  dis- 
trict—to the  tracks  leading  into  the  most  westerly  subway.  As 
quite  a  proportion  of  the  traffic  from  the  westerly  portion  of  the 
South  Division  and  from  the  West  Division  designed  to  terminate 


120 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


in  the  business  center  will  naturally  be  brought  in  over  the  ave- 
nue lines,  and  from  lines  leading  into  the  avenues,  two  subway 
loops  for  the  joint  use  of  this  traffic  terminating  in  the  busmess 
center  should  be  constructed,  using  the  moat  westerly  north  and 
south  subway  for  the  east  side  of  each  loop.  All  other  cars  fwmi 
the  West  Division  and  from  the  westerly  portion  of  the  South 
Division,  should  be  brought  into  the  business  district  over  the 
bridges,  and  returned  via  surface  loops.  (See  Map  10.)  To 
|)rovide  terminal  facilities  for  the  divisional  traffic  of  the  North 
Division  and  that  portion  of  the  South  Divisi(m  lying  east  of  Hal- 
sted  street,  terminating  in  the  business  center,  a  cross  subway 
should  be  constructed  in  the  center  of  the  business  district,— with 
reference  to  the  north  and  south,— connecting  all  the  north  and 
south  subways.  This  lateral  subway,  in  connection  with  the 
north  and  south  subways,  would  provide  six  loops,  three  for  the 
North  Division  and  three  for  the  South  Divisicm  traffic.  To  carry 
out  this  general  plan  it  will  be  necessary  to  construct  two  more 
tunnels  to  the  North  Division  to  supply  an  outlet  to  the  north  for 
each  transportation  highway,  entering  from  the  south.  By  this 
plan  the  following  results  would  be  obtained : 

First.— The  greatest  possible  capacity  of  the  limited  area  in 
the  business  district  would  be  utilized  for  terminal  facilitieB. 

Second.— All  through  traffic  via  the  business  center  would 
be  taken  through  the  congested  district,  underground,  saving 
time  to  the  passenger,  and  relieving  the  congestion  in  this  dis- 
trict. 

Third.— All  subways  would  be  on  the  high  level  without  grade 
crossings,  thus  cheapening  the  construction  and  not  interfering 
with  existing  low-level  improvements. 

Fourth.— All  river  tunnel  approaches  within  the  business 
center  would  be  closed. 

Fifth. -As  all  traffic  from  the  North  and  South  DivisiMig 
would  ])e  underground,  if  Surface  Plan  No.  1  (Map  10)  w^ 
used,  grade  crossings  of  surface  loops  would  be  eliminated,  ex- 
cept those  incident  to  the  operation  of  the  local  distributing 
system. 

SLTKFACE  TRACKS  IN  CONNECTION  WITH  SUBWAYS. 

I  am  aware  that  the  idea  obtains  in  the  minds  of  many  that 
the  installation  of  a  subway  system  in  the  business  district  of 
Chicago  will  do  away  with  all  surface  tracks  in  that  district 
mule  it  IS  conceded  that  such  a  condition  would  be  very  desir- 
able, it  is  impracticable  to  devise  sufficient  terminal  capacity  in  a 


PLAN  FOR  A  NEW  SYSTEM 


121 


subway  system  in  the  limited  number  of  streets  embraced  within 
^the  business  district  and  avoid  grade  crossing  in  such  subways, 
to  aooommodiate  all  the  traffic  necessarily  entering  this  busi- 
ness district,  without  adopting  a  high  and  low  level  subway  sys- 
tem as  hereinafter  discussed. 

Having  arrived  at  this  conclusion,  it  follows  that  whatever 
additional  terminal  facilities  are  required  in  the  plan  under  dis- 
cussion (Subway  Plan  No.  1  in  combination  with  Surface  Plan 
No.  1)  not  obtainable  in  a  subway  system  must  be  arranged  on 
the  surface. 

As  the  number  of  highways  entering  the  business  center  from 
the  south  and  available  for  street  car  operation  is  limited  to 
tiiree,  and  as  the  number  entering  from  the  north  is  limited  to 
four,  and  as  the  natural  trend  of  through  traffic  is  in  northerly 
and  southeriy  direction,  paralleling  the  water  front  and  travers- 
ing the  geatest  distance  within  the  city  limits,  it  is  naturally 
advisable  to  locate  the  subway  system  for  the  accommodation 
primarily,  of  the  North  and  South  Divisions.  As  the  three  high- 
ways entering  the  business  district  from  the  south  are  not  suf- 
fici«t  over  which  to  bring  all  the  traffic  from  the  South  Division 
a  portion  of  it  lying  west  of  Halsted  Street  will  have  to  be  routed 
through  the  southerly  part  of  the  West  Division,  using  West 
Division  surfax3e  and  subway  terminals.  There  are  seven 
bridges  and  two  tunnels,  making  nine  entrances  from  the  West 
Division  available  for  street  car  operation,  and  all  of  these  en- 
trances are  required  for  the  accommodation  of  the  West  Division 
traffic,  atid  that  portion  of  the  South  Division  traffic  that  cannot 
be  accommodated  over  the  entrances  from  the  south.  The  two 
tunnel  entrances  would  lead  to  the  two  subway  loops,  and  the 
seven  bridge  entrances  would  lead  to  seven  surface  loops.  As 
has  been  shown,  the  east  and  west  cross  connecting  subway,  in- 
tersecting the  north  and  south  subways,  would  form  six  loops, 
thus  making  eight  subway  loops  and  seven  surface  loops,  fifteen 
m  all.  More  loops  might  be  provided,  but  as  a  loop  would  be 
provided  for  each  entrance,  and  as  each  loop  would  have  the 
capacity  of  its  entrance,  more  would  be  superfluous. 

As  there  is  quite  a  dense  population,  ccmstantly  increasing  in 
fte  North  Division  lying  east  of  Cflark  street  and  south  of  LinJoln 
Park  which  will  be  poorly  served  by  the  north  and  south  through 
hues,  or  by  the  divisional  lines  tenninating  on  tiie  subway  loops, 
it  would  be  advisable  to  extend  the  present  North  State 
street  line  from  Division  stireet  to  Nortii  avenue,  on  North  State 


V22  THE  CHICAGO  TRANSPORTATION  PROBLEM 

street,  and  operate  it  independently  over  the  State  street  bridge, 
the  fourtk  Mgliway  entering  from  the  north  and  not  utilized  for 
either  through  traffic  or  terminal  loop.  This  line  should  be  t^en 
south  on  State  street  to  Twelfth  street,  over  the  tracks  designed 
for  the  use  of  the  business  center  distributing  system,  and  re- 
turned over  the  same  route. 

Carrying  out  the  general  plan  of  east  and  west  cross-town 
lines  to  the  extreme  limit,  and  observing  the  commonly  axicepted 
idea  that  all  lines  of  cars  should  return  as  nearly  as  possible  over 
the  routes  on  which  they  enter,  thus  making  the  routing  of  cars 
more  easily  understood  by  strangers  in  the  city,  and  to  concen- 
trate the  terminals  of  all  lines  as  near  the  center  of  the  business 
district  as  possible,  the  following  plan  for  the  seven  surface  loops 
entering  from  the  West  Division  is  suggested  as  one  surface 
plan,  known  as  Surface  Plan  No.  1,  md  is  shown  on  Map  10. 

The  routing  would  be  as  follows: 

Lines  entering  over  Lake  Street  Bridge : 

East  on  Lake  Street,  south  on  Wabash,  looping  the  block 
bounded  by  Wabash,  Monroe,  Michigan  Avenue  and 
Madison  Street,  returning  via  Wabash  and  Lake  Street 

Lines  entering  over  liandolph  Street  Biidge : 

East  on  Randolph,  south  on  State,  looping  the  block 
bounded  by  State,  Monroe,  Wabash,  and  Madison  Street, 
returning  via  State  and  Randolph. 

Lines  entering  over  Madison  Street  Bridge : 

East  on  Madison  Street,  south  on  Dearborn,  looping  the 
block  bounded  by  Dearborn,  Monroe,  State  and  Madison 
Streets,  returning  via  Madison  Street. 

Lines  entering  over  Adams  Street  Bridge : 

East  on  Adams  Street  to  Dearborn,  looping  the  block 
bounded  by  Adams,  Dearborn,  Monroe  and  Clark 

i  Streets,  returning  via  Adams  Street. 

Lines  entering  over  Van  Buren  Street  Bridge: 

East  on  Van  Buren  Street  to  Dearborn,  north  on  Dear- 
bom  Street,  looping  the  block  bounded  by  Adams,  State, 

Monroe  and  Dearborn  Streets,  returning  via  Dearborn 
and  Van  Buren  Streets. 

Lines  entering  over  Harrison  Street  Bridge : 

East  on  Harrison  Street  to  State  Street,  north  on  State, 
looping  the  block  bounded  by  Adams,  Wabash,  Monroe 


PLAN  FOR  A  NEW  SYSTEM 


123 


and  State  Streets,  returning  via  State  and  Harrison 
Streets. 

Lines^  entering  over  Twelfth  Street  Bridge: 

East  on  Twelfth  to  Fifth  Avenue,  north  <m  Fifth  Avenue 

to  Polk,  east  to  AValiasli,  via  Peek  Place,  north  on  Wa- 
bash Avenue,  looping  the  block  bounded  by  Adams, 
Michigan  Avenue,  Monroe  and  Wabash  Avenue,  return- 
ing via  Wabash  Avenue,  Hubbard  Place,  Polk  Street, 
Fifth  AvOTue  and  Twelfth  Street 

By  this  routing  one  side  of  each  loop  touches  Monroe  Street, 
which  is  near  the  center  of  the  business  district  in  reference  to 
north  and  south.    By  locating  the  cross  subway  under  Monroe 

Street,  one  side  of  each  of  the  subway  loops  will  touch  Monroe 
Street 

BOULEVABD  IN  LA  SALLE  STREET. 

Attention  is  called  to  the  fact  that  by  this  arrangement  of  sur- 
face looi)s,  all  tracks— excepting  those  at  street  intersections— 
would  be  eliminated  from  La  Salle  and  AVashington  Streets.  As 
the  south  tunnel  approach  on  La  Salle  Street  would  be  closed, 
it  would  be  possible  to  bridge  the  river  at  La  Salle  Street  and  give 
the  North  Division  a  boulevard  entrance  into  and  through  the 
business  center  by  connection  with  Jackson  Boulevard  and  east 
on  Washington  Street  to  Michigan  Avenue. 

BUSINESS  CENTER  SYSTEM. 

To  best  serve  the  purpose  for  which  it  is  designed,  the  inde- 
pendent business  center  distributing  system  should  be  routed  as 
follows : 

Tracks  should  be  arranged  on  Kinzie  Street,  State  Street, 
Twelfth  Street  Viaduct  and  Fifth  Avenue,  forming  a  large  loop 
for  the  operation  of  cars  in  both  directions.  A  double  track 
should  be  laid  on  Clark  Street  connecting— through  the  center 
of  the  loop— the  north  and  south  sides  of  the  loop.  A  connec- 
tion should  be  made  with  the  loop  at  Kinzie  and  State  Streets  to 
serve  the  dock  district  north  of  the  river  and  east  of  State  Street. 
A  connection  across  the  loop  at  Polk  Street  would  be  made  by 
the  tracks  of  the  West  Division  Twelfth  Street  loop,  already 
provided.  The  State  Street  side  of  the  loop  should  be  connects 
with  the  Illinois  Central  Depot  at  Park  Bow  and  the  Lake  Front 
via  Twelfth  Street,  Wabash  Avenue  and  Hubbard  Place.  The 
tracks  on  the  Twelfth  Street  viaduct  should  be  connected  with 


124  THE  CHICAGO  TRANSPORTATION  PROBLEM 

the  tracks  from  the  Illinois  Central  Depot.  The  Union  Depot 
would  be  connected  with  this  central  loop  by  the  tracks  of  the 
Adams  Street  West  Division  loop  already  provided.  Over  this 
system  of  tracks  could  be  routed  lines  of  cars  connecting  all  the 
depots  and  serving  each  of  the  seven  West  Division  surface  loops 
at  the  three  points  of  intersection  of  each  loop,— viz.:  State 
Street,  Clark  Street  and  Fifth  Avenue.  This  distributing  sys- 
tem should  issue  and  receive  transfers  to  and  from  all  lines  at  all 
points  of  intersection. 

While  the  operation  of  cars  on  this  central  loop  would  give 
fairly  good  service  between  depots,  the  ideal  service  would  be 
obtained  by  a  subway  connecting  all  depots,  operating  independ- 
ently of  the  subway  system  heretofore  described,  and  designed 
primarily  to  transfer  passengers  and  their  baggage  between 
staiioiis.  In  the  absence  of  a  Union  Station  in  a  city  the  size 
of  Chicago,  where  depots  are  so  isolated,  provision  should  be 
made  for  the  transfer  of  passengers  without  mixing  them  UB-witti 
the  congested  travel  of  the  local  population.  To  accomplish  this 
in  Chicago  by  the  subway  system,  in  connection  with  the  plan 
now  under  discussion,  it  would  be  necessary  to  seek  a  lower  level 
at  a  number  of  points  to  avoid  interference  with  the  subways  of 
the  city  transportation  system;  but  as  the  receiving  and  dis- 
charging points  would  probably  only  be  located  at  the  depots,  it 
would  be  simple  to  install  elevator  service  to  reach  tiie  low  level 

liOOP  CAPACITIES. 

Fifteen  loops  is  the  maximum  capacity  of  the  present  highway 
entrances  into  the  business  center  available  for  street  car  pur- 

l»oses,  as  has  been  shown.  The  following  figures  will  demon- 
strate their  use  and  show  the  capacity  in  reserve  for  future  in- 
crease in  population  and  business. 

It  has  been  shown  in  Part  II  that  it  is  necessary  to  move 
to  and  fiXMn  the  business  center  in  one  hour  48,136  South  Division 
passengers,  23,346  North  Division  passengers,  aad  40,821  West 
Division  passengers,  or  a  total  of  112,302  passengers  to  be  accom- 
modated on  the  15  loops  provided. 

The  South  Division  passengers  represent  42.86  per  cent,  the 
North  Division  20.79  per  cent,  and  the  West  Division  36.35  per 
cent  of  the  total  number. 

The  hourly  capacity  of  any  loop  under  a  given  headway  is  flie 
carrying  capacity  of  the  number  of  cars  that  pass  a  given  point 
on  the  loop  in  one  hour. 


PLAN  FOR  A  NEW  SYSTEM 


125 


South  Div. 

North  Div. 

West  Div. 

Total. 

. 

22^64 

39*240 

lo^ooo 

.  55,555 

26,956 

47,088 

129,599 

.  69A44 

33,696 

58,860 

162,000 

.  92,592 

44,928 

78^ 

216,000 

.  ij8^ 

67^ 

117,720 

324,000 

Assuming  60  passengers  to  the  car,  a 

30  $econd  headway  would  give  120  cars  capacity  i  loop  per  hour,  7200  passengers 

25      "         **         **       "   144    "        "  I    "       "         8640  ** 

ao     "        "         "       "  180   "       «  I    «       «  logoo 

15     ««        **         «       "240"       «  J    «       «  « 

10     **        *         "      "  360   «       "  I    "      **  21600 

Under  the  apportionment  of  the  loop  capacity  provided,  on  the 
foregoing  divisional  percentage,  eaxjh  division  would  have  the 
fallowing  eapaclly: 


25     "  "   

20     "  «   

15     "  "   

10     «  "  

It  is  thus  apparent  that  with  an  operation  of  cars  under  a  30- 
second  headway  on  the  fifteen  loops  provided,  the  present  traflfic 
from  each  division  could  be  taken  care  of  and  each  division  have 
an  ultimate  capacity  of  about  three  times  as  much  business  as  is 
being  done  at  the  present  time,— or  the  terminal  facilities  whidii 
would  be  provided  under  this  plan  would  take  care  of  a  popula- 
tion of  over  five  million  people. 

TBANSFEB  SYSTEM  APPLICABI£  TO  THIS  PLAN. 

The  use  of  transfers  in  the  business  center  (outside  of  those 
to  and  from  the  independent  distributing  system)  should  be  con- 
ducted in  the  same  maimer  as  at  intersecting  points  between  the 
trunk  and  croes-town  systems  in  flie  outlying  districts.  Transfers 
issued  by  the  east  and  west  lines  at  their  terminals  in  the  business 
center  should  be  in  coupon  form,  the  coupon  to  be  retained  by  the 
ticket  seller  at  the  subway  station  gate  and  the  transfer  to  be 
taken  up  by  the  conductor  on  the  car  and  registered,  the  mtm  as  a 
cash  fare. 

The  distributing  system  should  be  used  to  the  fullest  extent 
as  such  a  system,  and  all  lines  of  cars,  whether  passing  through 
or  terminating  in  the  business  center,  should  issue  and  receive 
transfers  in  connection  with  it.  The  transfers  issued  to  the  dis- 
tributing system  should  be  distinct  from  any  other  in  use,  and 
should  entitle  the  holder  to  a  ride  in  any  direction  on  sudi  system 
only,  and  the  holder  should  not  be  entitled  to  further  transfer. 
The  transfers  issued  hp  the  distributing  system  should 
be  in  coupon  form.  When  this  coupon  transfer  is 
presented   at   a   subway   station   the   ticket   seller  should 


126  THE  CHICAGO  TRANSPORTATION  PROBLEM 


examine  it  and,  if  in  proper  form*,  detach  coupon,  stamp 
the  transfer,  and  retnm  to  holder  for  presentation  to  conductor  on 
car.    The  conductor  on  car  should  register  these  transfers  the 

same  as  cash  fares.  At  the  end  of  a  day  the  total  numher  of  such 
transfers  returned  by  conductors  of  subway  cars  should  balance 
the  ticket  sellers'  coupons.  By  this  method  the  ticket  seller  has 
either  cash  or  a  transfer  coupon  to  show  for  every  person  passing 
through  his  gate,  and  the  conductor  of  each  car  has  a  subway 
ticket  or  a  properly  stamped  transfer  to  show  for  each  passenger 
boarding  his  car  in  the  subway. 

Tickets,  good  for  the  day  only,  should  be  sold  at  the  subway 
station  gate  in  order  that  the  conductor  should  have  either  cash, 
subway  ticket,  subway  transfer  or  transfer  from  outlying  lines, 
to  show  for  every  passenger  boarding  his  car. 

When  this  coupon  transfer  is  presented  to  the  surface  line 
conductor,  he  should  detach  and  retain  the  coupon,  and  should  the 
passenger  be  entitled  to  and  desire  further  transfer,  the  conductor 
should  properly  pre])are  and  return  to  the  i)assenger  the  transfer 
ticket^  U>  be  held  by  him  for  further  use  on  connecting  Una 

DISCUSSION  OF  A  UJ^lVERSAIi  TRANSFER  SYSTEM. 

ITie  fundamental  principle  which  should  underlie  a  satisfac- 
tory transfer  system  is  that  which  will  enable  any  passenger  to  go 
from  any  given  point  to  within  a  reasonable  distance  of  any  other 
I>oint  within  the  city  limits  for  a  single  fare,  the  passenger  being 
carried  by  the  shortest  route  and  traveling  always  in  the  same 
general  direction.  Following  out  this  general  idea,  I  recommend 
a  universal  exchange  of  transfers  between  all  of  the  street  rail- 
way lines  operating  within  the  city  limits,  whether  they  run  upon 
the  surface  of  the  streets  or  through  future  subways,  with  the  ex- 
ceptiim  of  the  lines  operating  on  the  street  surface  which  con- 
verge and  terminate  within  the  business  district  at  points  where 
they  intersect  within  this  district.  Passengers  desiring  to  pass 
through  the  business  district  should  take  the  through  cars  men- 
tioned in  this  report. 

Such  a  system  can  be  put  into  effect  without  injustice  to  the 
street  railways  or  to  the  public,  provided  a  system  of  subways, 
as  outlined  in  Plan  No.  2  and  Map  No.  5,  and  discussed  in  Part 
VI,  Page  148,  is  adopted,  and  operated  in  connection  with  a  sys- 
tem of  surface  terminals  as  shown  on  either  Maps  No.  2  or  3. 

In  this  case  all  through  passengers  and  passengers  desiring  to 
traverse  the  down-town  distiictyeither  locally  or  otherwise, should 


PLAN  FOR  A  NEW  SYSTEM 


l%1 


take  the  subway  cars,  for  by  the  use  of  them  the  passengers  would 
be  able  to  reach  any  point  within  the  business  district  without 
walking  inconvenient  distances.  This  would  work  no  hardship 
upon  the  passengers  who  legitimately  desired  to  avail  themselves 
of  the  transfer  privilege  in  this  section,  as  a  sufficient  proportion 
of  the  cars  from  all  lines  operating  into  and  through  the  business 
center  would  be  operated  through  the  subways. 

Under  this  arrangement  no  transfers  should  be  issued  between 
the  surface  lines  at  points  within  the  business  district^  except  to 
the  local  distributing  system. 

Should  subway  Plan  No.  1,  shown  on  Map  No.  11,  be  adopted, 
which  does  not  provide  a  universal  distributing  system  below  the 
surface,  the  transferring  of  passengers  in  the  business  district 
would  have  to  be  done  on  the  surface,  and  in  this  case  some  system 
•  of  protection  against  the  improper  use  of  transfers  at  intersecting 
transfer  points  of  the  lines  would  have  to  be  provided  in  order  to 
prevent  injustice  to  the  railroad  companies.  As  has  been  pre- 
viously stated,  the  most  feasible  method  known  to  me  to  accom- 
plish this  is  to  station  transfer  men  at  the  intersecting  points,  but 
this  method  does  not  entirely  prevent  the  improper  use  of  trans- 
fers. 

It  is  absolutely  necessary,  for  the  protection  of  any  company 
operating  such  a  liberal  system  of  transfers  as  I  have  suggested, 
that  there  should  be  limitations  as  to  the  time  in  which  the  trans- 
fer may  be  used,  and  the  direction  in  which  the  holder  is  allowed 
to  ride.  This  would  be  equally  true  were  the  street  railways 
owned  by  a  municipality. 

To  accomplish  this  I  suggest  the  adoption  of  the  following 
system,  which  I  believe  has  the  essential  feature  of  simplicity. 
This  system  is  equally  applicable  where  all  the  lines  are  operated 
under  a  single  management  or  control,  or  where  they  are  operated 
as  separate  companies,  under  the  reconstructed  conditions  of  sub- 
ways and  loops  which  I  have  outlined. 

There  should  be  transfers  of  three  colors,  and  only  three- 
green,  red,  and  white ;  the  green  ticket  to  be  issued  by  conductors 
upon  cars  going  in  a  general  northerly  direction  only,  the  red 
ticket  by  conductors  going  in  a  general  southerly  direction  only, 
and  the  white  ticket  by  conductors  on  all  cross-town  cars,  by 
which  is  meant  all  east  and  west  lines.  The  green  ticket  would 
entitie  the  holder  to  a  continuous  ride  upon  any  cross-town  line 
which  intersected  the  line  from  which  the  holder  originally  ob- 
tained the  transfer,  and  as  a  re-transfer  north  only  upon  any  line 


128  TH£  CHICAGO  TRANSPORTATION  PROBLEM 


which  intersected  the  oross-town  line.  The  green  ticket  would 
entitle  the  holder  to  ride  north  upon  any  intersecting  line, 
whether  cross-town  or  otlierwdse.  This  same  principle  would  ob- 
tain with  the  red  ticket  going  south.  ,  The  white  ticket,  issued  by 
a  croes-town  conductor,  npon  the  payment  of  cash  fare  only, 
would  be  good  either  north  or  south  on  any  intersecting  line  ;  a 
re-transfer  to  be  issued  to  the  holder  of  the  white  ticket  if  he  so 
desired.  If  the  holder  of  a  w^hite  cross-town  ticket  presented  this 
ticket  on  a  north-bound  car  he  would  receive  a  green  ticket,  which 
would  then  limit  his  ride  to  cars  going  in  that  direction,  and  it 
would  not  be  possible  for  him  to  make  a  circuit  and  return  to  or 
near  his  starting  point.  The  green  and  red  tickets  would  not  be 
surrendered  upon  cross-town  lines  if  the  holder  desired  to  re- 
transfer,  but  the  ticket  would  be  held  and  presented  on  the  car  to 
which  the  holder  transferred  from  the  cross-town  line.  If  for  . 
any  reason  the  operating  company  desired  it,  the  red  and  green 
tickets  could  have  attached  to  them  coupons  which  could  be  taken 
up  by  the  conductor  of  the  cross-town  line  in  all  cases  where  the 
passenger  desired  a  re^transfer.  The  holding  of  a*  transfer  upon 
cross-town  lines  would  be  a  convenience  to  the  passengers  and 
would  greatly  simplify  the  work  of  the  conductors,  and  give  them 
more  time  to  perform  their  other  duties.  It  is  only  through  the 
holding  of  the  transfer  on  the  cross-town  lines  that  a  universal 
transfer  system  is  practicable,  for  if  the  ticket  should  be  surren- 
dered there  would  be  no  way  of  telling  from  what  direction  the 
passenger  came  after  leaving  the  cross-town  line,  unless  another 
transfer  should  be  immediately  issued  by  the  conductor,  which 
would  mean  that  he  would  be  compelled  to  carry  three  sets  of 
transfers,— white,  red  and  green,  which  is  highly  impraoticablje, 
and  nothing  would  be  gained  either  by  the  passenger  or  the  con- 
ductor, or  some  other  elaborate  system,  such  as  the  punching  of 
directions ;  all  such  systems  being  prolific  of  confusion  and  mis- 
understandings between  the  passengers  and  the  conductors.  As 
many  re-transfers  should  also  be  allowed  passengers  as  they  may 
desire,  so  long  as  the  passenger  continues  in  the  same  general 
dilution.  As  an  illustration:  If  a  passenger  boarded  a  car  at 
Indiana  Avenue  and  Forty-Third  Street,  and  desired  to  go  to  a 
point  on  Western  Avenue,  north  of  Madison  Street,  he  would 
obtain  a  green  transfer  from  the  conductor  on  the  Indiana  Ave- 
nue subway  line,  which  he  would  present  to  the  conductor  of  the 
Madison  Street  line  for  inspection,  who  would,  after  ascertaining 
that  the  passenger  wished  to  re-transfer  nortfa,  letom  him  the 


PLAN  FOR  A  NEW  SYSTEM  129 

ticket,  which  ticket  would  entitle  the  'passenger  to  continue  his 
ride  north  on  the  Western  Avenue  line. 

The  system  which  1  liave  termed  the  distributing  system  for 
the  purpose  of  this  transfer  system  should  be  considered  as  a 
cross-line  system.  That  is,  the  conductors  should  issue  white 
transfer  upon  payment  of  cash  fare  only,  and  the  green  and  red 
transfers  presented  upon  tliis  line  should  entitle  the  holder  to  ride 
upon  this  line  only,  with  no  re-transfer  privilege.  Wherever  a 
point  can  be  reached  by  a  through  car,  no  transfers  should  be 
given.  That  is,  if  a  part  of  the  Madison  Street  ears,  as  I  have 
suggested,  should  be  routed  to  go  south  on  Robey  Street,  no  trans- 
fer privileire  should  be  allowed  from  west-bound  Madison  Street 
oars  at  Robey  and  ^ladison  Street,  good  to  go  south.  It  would 
seem  only  reasonable  that  if  the  tin  ough  service  is  given  it  should 
be  accepted  as  a  substitution  of  the  transfer. 

A  similar  system  to  the  one  outlined  is  in  operation  m  New 
York  City,  where  over  500,000  transfer  tickets  are  issued  daily, 
and  has  worked  with  remarkable  satisfaction  to  the  traveling 
public  and  to  the  street  railway  company. 

In  this  connectioii  I  would  reconunend  that  there  be  posted 
conspicuously  in  all  cais  a  statement  outlining  the  transfer  priv- 
ileges to  which  the  passengers  are  entitled. 

COST  OF  THE  NEW  SYSTEM. 

Cost  Estimate  No.  1,  Page  231,  gives  the  cost  to  produce  a 
complete  street  railway  system  as  described  under  this  plan  (ex- 
clusive of  the  cost  of  the  subway  system),  constructed  after  the 
most  approved  practices,  on  which  cars  could  be  operated  in  the 
manner  herein  outlined.  The  streets  on  which  such  tracks  should 
be  constructed,  and  the  amount  of  track  of  the  different  types, 
are  shown  in  A])pendix  J,  Page  296. 

This  schedule  includes  all  streets  within  the  city  limits  em- 
braced in  the  systems  of  the  Chicago  City  Railway  Comi)any,  the 
Union  Traction  Company,  the  Chicago  Consolidated  Traction 
Company,  and  the  Chicago  General  Railway  Company  that  are 
necessary  to  the  proper  conduct  of  the  transportation  facilities 
designed  in  the  foregoing  plan,  and  also  includes  that  portion  of 
the  tracks  reconnnended  to  be  built  in  Part  11,  Page  52  of  this 
report,  that  are  necessary  to  comi)lete  the  system.  The  trackage 
for  terminal  facilities  in  the  business  center,  as  shown  in  Appen- 
dix J,  would  be  on  the  streets  and  in  subways  as  shown  by  Maps 
10  and  11. 


130 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


The  plant  for  power  production  would  be  of  the  high-tension 
type,  with  sub-stations  for  transformation  of  the  current  to  suita- 
ble voltage  for  the  working  conductors,  the  latest  and  best  prac- 
tice in  vogue  for  such  a  system. 

The  cars  would  be  of  the  closed,  double-truck  type,  with  re- 
versible back  cross  seats,  seating  52  passengers,  equipped  with 
power  brakes  and  adequate  motor  capacity,  and  as  this  type  is 
eminently  suitable  for  summer  operation,  only  one  equipment 
would  be  necessary. 

As  the  proper  location  for  barns  in  which  to  house  and  from 
which  to  operate  the  cars  would  be  at  the  extreme  outlying  ends 
of  the  several  lines,  the  cost  of  real  estate  would  be  materially 
lessened.  As  the  power-house  site  for  an  economical  distribu- 
tion of  current  should  be  centrally  located  and  contiguous  to  an 
ample  supply  of  water  and  fuel,  dock  property,  near  the  business 
center,  with  adequate  steam-road  connections,  should  be  provided. 
The  sub-stations  would  only  require  ordinary  residence  lots, 
located  from  two  to  six  ndles  from  the  power  house. 

It  is  believed  that  the  several  amounts  named  for  cost  of  real 
estate,  while  conservative,  are  ample  to  acquire  suitable  property, 
and  tlie  prices  on  rolling  stock  and  equipment  are  the  ruling 
prices  at  the  present  time. 

Cost  Estimate  No.  1,  Page  231,  shows  as  a  total  cost  to  produce 
an  ideal  system  of  street  railways,  as  previously  described  in 
this  part,  exclusive  of  the  subway  proper,  ready  for  operation, 
$69,800,000. 

The  track  mileage  embraced  in  this  estimate  is  220  miles  in 
excess  of  the  present  mileage  of  the  Chicago  City  Railway  Com- 
pany and  the  Chicago  Union  Traction  Company  combined,  which 
is  sufficient  to  include  the  present  mileage  in  the  city  limits  of 
die  Chicago  Consolidated  Traction  Company  and  the  Chicago 
O^eral  Bailway  Company. 

The  gross  earnings  of  the  present  companies  should  be  mate- 
rially increased  in  the  operation  of  this  completed  system. 

Such  a  system,  built  in  the  best  manner  known  to  the  art,  and 
on  lines  calculated  for  the  most  economical  results,  in  operation, 
should  show  marked  decrease  in  operating  expenses  from  the  ex- 
penses of  the  present  companies,  but  basing  the  calculations  on  the 
last  annual  reports  of  the  Chicago  City  Railway  Company  and 
the  Chicago  Union  Traction  Company,  and  such  information  as 
I  have  been  able  to  obtain  regarding  the  returns  of  the  Chicago 
C!oii9didated  Traction  Company  and  Chicago  General  Bailway 


PLAN  FOR  A  NEW  SYSTEM  131 

Company,  the  results  shown  in  the  following  table  would  be 
lined. 


^  ^    III  the  gross  receipts  from  passengers  and  from  other  sources, 

is  included  the  proportion  of  the  receipts  of  the  Chicago 
Consolidated  Traction  Company  that  the  mileage  of  the 
company  within  the  city  limits  bears  to  the  total  mileage 
owned  by  the  company,  which  is  70  per  cent.  The  information  on 
which  the  total  gross  receipts  is  based,  was  derived  from  testi- 

^  mony  of  the  auditor  deduced  in  the  case  of  the  City  Versus  The 

Union  and  Consolidated  Companies,  relative  to  transfers. 

Estimate  of  operation,  for  one  year,  of  system  above  outlined, 
costing  (exclusive  of  the  subway  system  proper),  $69,- 
800,000,  based  on  the  past  performances  for  one  year 

^  of  the  Chicago  City  Railway  Company,  the  Chicago 

Union  Traction  Company,  the  Chicago  Consolidated 
Traction  Company  and  tiie  Chicago  General  Bailway 

^  Company. 

GROSS  RECEIPTS  FROM  ALL  SOURCES. 

From  passengers   $14492/566.20 

From  other  scMirces   270472.78 

^       .    $14,763,138.98 

Operatmg  expenses  60  per  cent  of  passenger  receipts  8,695,599.72 

Net  earnings  from  operation   $6/167,539.26 

Taxes  as  paid  in  the  past   943,283.28 

m  ,   

^  Net  earnings  per  annum  to  be  applied  to  interest 

on  bonds  and  stock,  maintenance  of  property, 
and  to  be  set  aside  for  sinking  fund  to  renew 
^  the  property,  and  for  all  other  purposes  in- 

cambent  upon  the  pn^erty   $5,124,255.98 


t 


PART  VI. 


TECHNICAL  PROBLEMS,  VALUATIONS  AND  ESTI- 
MATES. 


Chapter  I.,  Subways.— Chapter  II.,  Underground  Electric  Con- 
duit System.— Chapter  III.,  Electrolysis.— Chapter  IV., 
Unian  Elevated  Railroad  Loop.— Chapter  V.— Track 
Rails  and  Track  Construction.— Chapter  VI.,  Unit  Price 
Estimates.— Chapter  VII.,  Valuation  Estimates.— Chap- 
ter VIII.,  Valuation  of  Lines  Under  Expiring  Grants.— 
Chapter  IX.,  Cost  Estimates. 


CHAPTER  L 


SUBWAYS. 


The  problem  relating  to  transportation  subways  in  the  busi- 
ness center  of  the  South  Side,  as  submitted  to  me  by  your  Hon- 
orable Body,  required  the  preparation  of  *  *  preliminary  plans  for 
a  system  of  Subways  which,  coupled  with  the  surface  system  of 
terminal  fadlities,  or  operated  independently  and  without  sndbi 
surface  system,  will  adequately  accommodate  the  traveling  pub- 
lic,  provide  for  an  increase  of  traffic  in  the  years  to  come,  relieve 
the  congested  condition  and  create  a  larger  area  available  for 
uses  by  all  lines  of  business ;  these  plans  to  show  a  feasible  dis- 
position of  all  existing  imdergroimd  improvements,  so  disposed 
of  as  te  permit  of  easy  access  for  future  repairs,  renewals  and  re- 
inforcements without  disturbing  the  street  surface." 

The  treatment  of  these  various  divisions  of  the  Subway  mat- 
ter is  shown  on  Maps  Nos.  5  and  11  and  Plates  numbered  1  te  9 
inclusive. 

133 


# 

• 


134  THE  CHICAGO  TRANSPORTATION  PROBLEM 

As  previously  stated,  I  have  arrived  at  the  conclusion  that  it 
is  impracticable  to  devise  a  system  of  underground  transpor-  ^ 
tation  for  the  central  down-town  district,  which  will  for- 
ever fully  supply  adequate  terminal  facilities  for  the  very 
large  traffic  entenng  that  district,  and  that  any  satisfactory  sys- 
tem of  terminals  capable  of  meeting  the  future  demands  that  will 
be  required  within  the  limited  area  available,  must  include  a 
combination  of  surface  and  subway  tracks.  ^ 

ULTIMATE  OBJECTS. 

In  the  development  of  the  subway  plans  submitted  herewith 
there  have  been  kept  in  mind  the  following  principal  objects: 

First— The  ultimate  unification  of  all  street  railway  faeili- 
lies  within  ike  city  limits  under  a  single  operating  managemeni  # 

Second.— The  proper  location  of  the  subway  lines  and  the 
construction  of  a  track  system  which  will  provide  for  the  opera- 
tion of  cars  under  any  of  the  following  plians:  ^ 

(A)  Between  the  various  divisions  of  the  city  through 

the  business  district.  • 

(B)  Divisional  operation  of  the  cars  only;  using  the  sub- 

way system  as  a  loop  terminal. 

(C)  Plans  (A)  and  (B)  in  combination. 

Third.— To  build  the  Subway  as  dose  to  the  surface  of  the 
street  as  possible ;  reducing  the  distance  from  station  platforms 
to  the  level  of  the  street  to  a  minimum. 

Fourth.— The  arrangement  of  a  subway  system  to  provide 
for  the  maxunum  efficiency  with  a  minimtun  length  of  under-  . 
ground  tracks. 

Fifth.— The  disposition  of  all  underground  utilities  in  such 
a  manner  that  they  will  be  easily  accessible  without  disturbing         •  ^ 
the  surface  of  the  street,  and  without  any  direct  connection  with 
the  transportation  subway. 

The  question  of  keeping  as  much  of  the  Subway  as  possible 
close  to  the  surface  of  the  street  being  considered  of  prime 
importance,  both  in  respect  to  greater  convenience  when  com-  # 

pleted,  and  the  probable  large  saving  in  the  cost  of  construction, 
it  at  once  l^ecame  apparent  that  in  meeting  the  requirements  of  * 
tlie  committee  in  respect  to  the  disposition  of  existing  under- 
ground improvements  the  subject  must  be  treated  on  the  broad 


SUBWAYS 


135 


grounds  that  the  entire  width  of  a  street  between  building  lines 
is  set  apart  for  public  uses  and  that  wherever  transportation 
subways  are  to  be  constructed  in  a  street  the  space  beneath  the 
sidewalks  must  of  necessity  be  used  for  the  purpose  for  which  it 
was  originally  set  apart,  i.  e.,  the  disposition  of  public  utilities. 

It  may  be  said  with  propriety  that  all  pipes  and  conduits  in 
streets,  especially  those  in  the  streets  of  business  districts,  should 
be  placed  in  properly  constructed  galleries,  to  avoid  the  inces- 
sant disturbance  of  the  street  surfaces  which  existing  methods 
necessarily  entail.  Wherever  practicable  these  galleries  should 
occupy  the  space  beneath  the  sidewalk,  and  in  preparing  the 
drawings  for  subways  this  plan  of  disposing  of  the  underground 
improvements  has  been  followed. 

SUBWAY  KOUTES. 

The  location  of  Subways  shown  on  Map  No.  11,  hereinafter 

referred  to  as  Subway  Plan  No.  1,  is  suggested  as  the  most 
feasible  plan  for  accomplishing  the  foregoing  objects  without 
disturbing  the  existing  low  level  improvements,  which  have  been 
avoided  by  slightly  increasing  the  grades  of  some  of  the  tunnel 
entrances.  The  arrangement  of  the  subways  shown  in  this  plan 
is  believed  to  provide  the  greatest  possible  elasticity  in  respect 
to  operation.  It  is  in  full  harmony  with  all  the  suggestions  here- 
in made  for  re-routing  cars.  Adhering  to  the  general  plan  of 
recognizing  the  North  and  South  lines  as  the  'Hrunk  lines,"  and 
to  arrange  the  track  system  in  the  subway  and  on  the  surface  of 
the  streets  in  a  manner  so  as  to  practically  eliminate  grade  cross- 
mgs,  it  is  proposed  to  take  such  North  and  South  traffic  as  may 
hereafter  be  deemed  advisable  into  and  through  the  business  dis- 
trict in  the  subway,  except  that  portion  of  the  traffic  from  the 
South  Division  of  the  city  which  may  be  routed  over  tracks  in 
the  Southerly  portion  of  the  West  Division,  via  the  West  Divi- 
sion surface  and  subway  terminals  and  such  North  and  South 
traffic  as  may  be  thought  best  to  retain  upon  the  surface  of  the 
streets.  Under  this  plan  the  North  and  South  subways  would  he 
located  in  Wabash  Avenue,  State  Street,  Dearborn  Street,  Clark 
Street  and  ])artially  in  La  Salle  Street,  and  would  extend  from 
Fourteenth  Street  on  the  South  to  Indiana  Street  on  the  Nortli. 

In  Wabash  Avenue  from  Fourteenth  Street  to  Hubbard  Place 
the  subway  would  be  double  tracked.  Prom  Hubbard  Place  to 
South  Water  Street  a  single  track  subway  for  North-bound  traffic 


136  THE  CHICAGO  TRANSPORTATION  PROBLEM 

would  be  constructed  under  the  Easterly  roadway  and  sidewalk. 
The  entire  structure  of  the  single  track  subway  in  Wabash  Ave- 
nae  would  be  East  of  and  ranoved  several  feet  from  the  sub- 
stmctare  of  the  Elevated  Railroad  in  the  same  street  (see  Plates 
7  and  9),  thence  turning  West  in  South  Water  Street  as  a  single 
track  structure  to  State  Street,  where  the  stinicture  will  again 
become  a  double  track  subway;  thence  continuing  west- 
wardly  in  South  Water  Street  to  Dearborn  Street;  thence  North 
in  Dearborn  Street,  passing  under  the  river  in  a  new  double 
track  tunnel  and  reaching  the  surface  again  at  or  near  Indiana 
Street.  This  Subway  could  be  carried,  if  it  should  be  deemed 
advisable,  under  the  river  at  or  near  Cass  Street.  The  south- 
bound AVabash  Avenue  traffic  between  South  Water  Street  and 
Hubbard  Court  would  be  taken  through  the  subway  on  the  east- 
erly track  in  State  Street. 

The  subw^ay  in  State  Street  would  be  a  double  track  struc- 
ture from  Fourteenth  Street  nortliwardly  to  Polk  Street.  From 
Polk  Street  to  Hubbard  Court  this  subway  would  be  a  single 
track  structure,  in  which  the  north-bound  traffic  would  cross 
to  the  westerly  subway  track  in  State  Street.  Prom  Hubbard 
Court  to  Lake  Street  the  subway  in  State  Street  would  be  a 
double  track  stinicture.  At  Lake  Street  the  north-bound  State 
Street  track  would  cur^^e  into  Lake  Street  and  run  westwardly 
in  a  single  track  subway  to  Dearborn  Street,  where  the  structure 
would  again  become  double  tracked  and  continue  westwardly  in 
Lake  Street  to  Clark  Street;  thence  noii:li  in  Clark  Street  and 
under  the  river  through  a  new  double  track  tunnel,  coming  to 
the  surface  again  at  or  near  Indiana  Street.  The  south-bound 
State  Street  traffic  between  Lake  Street  and  Polk  Street  would 
be  <»rried  in  Dearborn  Street  and  via  a  single  track  subway  in 
Polk  Street  to  a  connection  with  the  south-bound  track  in  State 
Street  south  of  Polk  Street. 

The  subway  in  Dearborn  Street  from  Polk  Street  to  Ran- 
dolph Street  would  be  a  double  track  structure.  The  easterly 
track  would  be  designed  to  carry  south-bound  State  Street  traf- 
fic and  the  westerly  track  north-bound  Clark  Street  traffic.  At 
Eandolph  Street  the  westerly  Dearborn  Street  track  would  turn 
West  into  Randolph  Street  in  a  single  track  subway  to  Clark 
Street,  where  the  structure  would  become  double  tracked,  con- 
tinuing westwardly  in  Eandolph  Street  to  LaSalle  Street ; 
thence  Noi^th  in  LaSalle  Street  and  under  the  river  through  the 


SUBWAYS 


137 


LaSalle  Street  tunnel,  the  tracks  coming  to  the  surface  again  at 
or  near  Indiana  Street. 

The  Clark  Street  subway  would  be  a  double  trwck  structure 
from  Fourteenth  Street  to  Polk  Street.  Prom  Polk  Street  to 
Jackson  Boulevard  the  South  bound  Clark  Street  track  would  be 
in  a  single  track  subway  which  would  cross  to  the  east  side  of 
Clark  Street  at  Harrison  Street.  From  Jackson  Boulevard  to 
Washington  Street  the  Clark  Street  structure  would  be  double 
tracked,  the  westerly  track  forming  the  easterly  track  of  the 
two  loop  subways  connecting  with  the  Washington  Street  and 
the  Van  Buren  Street  tunnels  for  West  Division  traffic.  The 
easterly  track  in  Clark  Street  would  continue  northwardly  in 
Clark  Street  to  Eandolph  Street,  where  it  would  connect  with  the 
double-track  structure  in  Randolph  Street,  leading  to  the  La 
Salle  Street  tunnel.  The  westerly  Clark  Street  track  would 
connect  at  AVashington  Street  with  the  single-track  structure 
leading  to  the  Washington  Street  tunnel.  The  north-bound  track 
in  Clark  Street  would  turn  east  in  Polk  Street  as  a  single-track 
structure  and  connect  with  the  easterly  track  in  Dearborn  Street. 

At  Monroe  Street  double  track  cross  connections  with  suit- 
able cuiTes  would  be  made  between  the  Wabash  Avenue  track 
and  the  easterly  track  in  State  Street,  between  the  westerly  track 
in  State  Street  and  the  easterly  track  in  Dearborn  Street,  and  be- 
tween the  westerly  track  in  Dearborn  Street  and  the  easterly  track 
in  Clark  Street  for  the  purpose  of  supplying  the  necessary  loop 
connections  for  o])erating  the  cars  of  either  the  North  Division 
or  the  South  Division  into  the  business  district  and  return  with- 
out reference  to  through  traffic 

The  subway  in  Washington  Street  would  be  a  double  tracked 
structure  from  Clinton  to  Market  Streets  passing  under  the  river 
through  a  reconstructed  Washington  Street  tunnel.  The  east- 
bound  track  would  turn  south  in  Market  Street  in  a  single  track 
subway  to  M<»iro6  Street;  thence  east  in  Monroe  Street  to  Clark 
Street  to  a  connection  with  the  westerly  track  in  Clark  Street. 
The  west-bound  track  would  be  a  single  track  subway  in  Wash- 
ington Street  from  Market  Street  to  Clark  Street,  where  it  would 
connect  with  the  westerly  Clark  Street  track,  completing  the  sub- 
way loop  for  traffic  through  the  Washington  Street  tunnel. 

The  subway  connecting  with  the  West  Chicago  Street  Railroad 
tunnel  near  Van  Buren  Street  would  be  a  double  track  structure 
in  Market  Street  from  a  connection  with  the  river  tunnel  to 


138  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Jax^kson  Boulevard.   The  east-bound  track  would  turn  east  in 

Jackson  Boulevard  as  a  single  track  structure  to  a  connection 
with  the  westerly  track  in  Clark  Street.  The  west-bound  track 
would  continue  in  Market  Street  to  Adams  Street  as  a  single 
track  structure;  thence  in  Adams  Street  to  a  connection  with 
the  westerly  track  in  Clark  Street,  completing  the  loop  for  West 
Division  traffic  passing  through  the  West  Chicago  street  railroad 
tunnel.  Curved  connections  would  be  provided  between  the  two 
West  Division  subway  loops  and  the  north  and  south  subways 
in  Clark  street  to  provide  for  through  traffic  via  the  subways 
between  the  West  Division  and  the  North  and  South  Divisions 
of  the  city. 

The  length  of  subways  to  be  constructed  along  the  routes  de- 
scribed, exclusive  of  the  tunnels  under  the  river,  would  be  20,- 
825  lineal  feet  of  double  track  structure  and  20,000  lineal  feet  of 
single  track  structure. 

The  proposed  subway  construction  is  shown  in  the  drawings 
accompanying  this  report  Plates  1  and  2  show  typical  gtobs 
sections  of  a  double  track  subway  in  80  and  66  foot  streets. 
The  cross  section  shown  on  Plate  No.  1  represents  the  subway 
located  above  the  large  tunnel  of  the  Illinois  Telephone  &  Tele- 
graph Company,  and  that  on  Plate  No.  2  represents  the  subway 
above  the  small  tunnel  of  the  same  company.  Plate  No.  3  shows 
a  typical  cross-section  of  a  double  track  subway  at  a  station. 
The  normal  section  of  the  subway  proper  would  be  rectangular, 
with  the  tracks  side  by  side,  and  consists  of  transverse  bents  of 
steel  columns  and  roof  beams,  which  would  carry  side  walls  and 
a  roof  of  concrete  arches  and  rest  on  a  concrete  floor.  The  side 
columns  and  the  roof  beams  would  be  rolled  I-beam  sections 
and  the  central  colunms  would  be  built  up  of  angles  and  plates 
riveted  together.  The  entire  four  sides  of  the  section  would  be 
protected  from  seepage  by  a  layer  of  water-proofing  embedded 
in  the  floor,  walls  and  roof. 

As  indicated  on  Plates  Nos.  4  and  5,  it  is  proposed  to  place 
the  station  entrance  and  exit  stairways  at  the  outer  edge 
of  the  sidewalk  space,  the  stairways  leading  down  to  a  cor- 
ridor located  just  inside  the  curb  wall  line,  and  opening 
onto  the  station  platform,  which  would  be  13  feet  in  width  and 
about  150  feet  in  length.  Wherever  possible  the  stations 
should  be  located  at  street  intersections  with  the  platforms  ex- 
tending an  equal  distance  each  way  frc»n  the  center  of  ihe  stieet 


SUBWAYS  139 

crossing  the  line  of  the  subway,  and  with  a  stairway  leading 

down  to  the  station  from  the  subway  street  on  each  side  of  the 
^         intersecting  street,  as  shown  on  Plate  No.  4. 

The  walls  and  ceilings  of  all  passageways  leftding  to  the 
station  platforms  and  the  walls  and  ceilings  of  the  station  should 

be  finished  in  white  glazed  terra  cotta  or  other  equally  attractive 
material. 

#  In  regard  to  the  adoption  of  a  proper  cross-section  for  the 
subways.  Since  the  principal  function  of  the  sub-surface  tra<^ 
will  be  to  serve  as  terminals  for  the  traffic  coming  from  the  va- 
rious street  railways  centering  in  the  business  district,  the  im- 
practicability of  considering  the  use  of  a  special  type  of  rolling 
stock  for  the  purpose  of  contracting  the  area  of  the  subways  is 

^  obvious.  With  the  development  of  mechanical  propulsion  of 
street  cars  there  has  been  a  steady  increase  in  the  size  and  weight 
of  cars,  and  at  the  present  time  there  are  in  service  on  some  of 

♦  the  lines  in  this  city  cars  which  are  more  than  eleven  feet  in 
height,  exclusive  of  trolley  stands,  eight  feet  six  inches  in  width, 
forty-seven  feet  in  length  and  weighing  fifty  thousand  pounds, 
exclusive  of  the  live  load.  The  cross-section  of  the  subways  has 
been  fixed  to  provide  for  the  operation  of  these  large  cars  and 
the  necessary  clearances  to  insure  safety  to  passengers  and  also 
to  the  force  of  employes  which  would  be  stationed  in  the  sub- 
ways for  tiiie  purpose  of  inspection  and  repairs  to  the  tra<^. 

^  The  resulting  interior  dimensions  of  the  subway  would  be  as 

follows:  Clear  height  above  track  rail,  14  feet  6  inches;  clear 
width  between  side  walls,  25  feet ;  clearance  between  the  wall  and 
,  the  car,  1  foot  8I/2  inches ;  clearance  between  the  central  columns 
and  the  car,  1  foot  8^  indies;  total  distance  between  passing 
cars,  4  feet  3  inches. 

The  central  space  between  the  tracks  would  afford  employes 
ample  opportunity  to  seek  shelter  from  passing  trains.  And 
where  a  line  changed  its  direction  the  curves  would  be  so  laid 
that  safe  clearances  between  passing  cars  and  between  the  cars 
and  subway  walls  and  columns  would  be  maintained. 
j|  When  detailed  plans  of  a  subway  system  are  finally  made 

they  should  provide  for  the  operation  of  the  longest  and  heaviest 
>         standard  suburban  cars  that  the  curvature  conditions  will  per- 
mit. 


• 


140 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


METHOD  OF  OONST&UCTIOK. 

Should  the  final  plans  for  subways  in  the  business  ^triet  be 

developed  in  accordance  with  the  suggestions  contained  in  the 
preliminary  plans  submitted  herewith,  especially  in  respect  to 
the  proximity  of  the  subways  to  the  surface  of  the  streets,  it  is 
evident  that  a  large  part  of  the  work  must  be  done  by  attacking 
the  street  from  the  top,  the  excavations  and  trenches  being  thor- 
oughly sheathed  and  braced  or  strutted  across  to  prevent  any 
movement  of  the  foundations  of  buildings  abutting  the  street. 
As  shown  on  Profile  Map  No.  12,  the  subways  leading  to  the  North 
and  West  sides  of  the  city  must  pass  imder  the  Chicago  Biver, 
with  the  tracks  at  the  center  of  the  stream  approximately  43  feet 
below  city  datum.  Assuming  that  the  channel  would  be  24  feet 
deep,  the  inclination  of  the  subways  toward  the  river  would  be 
quite  abrupt,  and  the  structure  for  a  short  distance  before  reach- 
ing the  stream  would  be  at  a  depth  below  the  surface  where  it 
may  prove  to  be  more  economical  and  less  dangerous  to  resort  to 
tunneling  without  disturbing  the  surface  of  the  street  than  to 
prosecute  the  entire  work  by  the  open  cut  method.  This  would 
also  be  true  for  the  entire  low  level  system  of  subways  of  Plan 
No.  2.  By  the  use  of  a  proper  system  of  timbering  for  the  sur- 
face excavation,  the  surface  of  liie  street  may  be  planked  over, 
and,  to  a  considerable  extent,  be  kept  open  to  traffic  during  the 
construction  period,  but  a  certain  amount  of  interference  with 
the  street  traffic  would  be  a  part  of  the  sacrifice  to  be  made  by 
the  public  to  secure  adequate  transportation  facilities  within  the 
business  district  and  the  permanent  disposition  of  other  under- 
ground public  utilities  in  a  manner  to  provide  for  their  future 
maintenance  or  extension  without  disturbing  the  surface  of  the 
streets  occupied  by  the  subways. 

The  structural  details  of  the  sections  of  the  subways  as  given 
by  the  drawings  have  been  worked  out  sufficiently  to  demonstrate 
the  entire  practicability  of  constructing  the  tunnels  in  accord- 
ance with  the  general  plans,  the  ability  of  the  structure  to  suc- 
cessfully resist  the  stresses  which  would  be  produced  by  the 
loads  to  which  it  would  be  subjected,  and  to  furnish  sufficient 
information  from  which  reasonably  correct  estimates  of  Hoe  cost 
of  construction  may  be  made.  * 

The  location  of  subway  stations,  as  shown  by  Map  Nos.  5  and 
11,  is  merely  a  tentative  treatment  of  the  subject.  Very  consid- 
erable study  will  have  to  be  bestowed  on  the  situation  in  respect 


SUBWAYS 


141 


to  the  details  of  operating  conditions  on  the  various  lines  of  rail- 
ways, the  d^nand  for  stations  arising  from  local  conditions  at 
various  points  near  the  line  of  the  subways,  and  some  systematic 
arrangement  of  the  stations  to  enable  passengers  to  reach  the 
oars  of  any  subway  line  within  the  shortest  possible  distance 
from  a  given  poioi.  The  depth  of  the  platform  floors  below  the 
street  grade  will  vary  with  the  variation  in  the  gradients  of  the 
subways,  the  minimum  depth  being  18  feet  6  inches  below  the 
established  grade  of  the  street. 

vekthahok  and  tempmkatubb. 

The  electrical  propuLsicm  of  cars  in  the  tunnels  will  simplify 
the  question  of  ventilation.  Very  little  artificial  aid  would  be  re- 
quired to  make  the  conditions  in  this  respect  entirely  satisfac- 
tory, and  such  artificial  aid  as  may  be  necessary  should  be  pro- 
vided in  such  a  way  that,  as  the  foul  air  was  exhausted  from  the 
tunnelSi  fresh  air  would  be  drawn  into  them  through  the  en- 
trances to  stations.  In  respect  to  the  temperature  which  may  be 
expected  in  the  subways,  the  conditions  observed  in  the  Boston 
subways  may  with  propriety  be  assumed  to  represent  those 
which  would  obtain  in  subways  constructed  near  the  surface  of 
the  streets  in  Chicago. 

The  following  are  the  temperatures  observed  and  recorded  in 
the  Boston  subway  during  the  year  1900  and  1902,  to  and  includ- 
ing the  month  of  September  of  the  latter  year : 

1900. 


Month.  Highest.  Lowest. 

January    47deg.  31deg. 

February    48deg.  30deg. 

March    46deg.  32dGg. 

April    58deg.  39  deg. 

May   69  deg.  52  deg. 

June   78  d^.  63  deg. 

July   82  deg.  72  deg. 

September    74  deg.  60  deg. 

October    63  deg.  54  deg. 

November  r   54  deg.  42  deg. 

December    50  d^.  23  deg. 


142  THE  CHICAGO  TRANSPORTATION  PROBLEM 

1902. 


January    44  deg.  20  deg. 

February   42  deg.  21  deg. 

March   44  deg.  34  deg. 

April    64  d^.  40  deg. 

May    67  deg.  56  deg. 

June    76  deg.  69  deg. 

July   77  deg.  66  deg. 

August    79  deg.  69  deg. 

September    72  deg.  61  d^. 


The  temperatures  above  recorded  indicate  that  it  would  be 
entirely  safe  to  dispose  of  water  pipes  and  all  other  undergroand 
utilities  within  galleries  situated  as  shown  by  the  plans  submitted 
with  this  report. 

In  respect  to  maintaining  traffic  on  the  various  surface  tracks 
during  the  construction  of  the  subways.  It  is  practicable  to  build 
the  subways  without  serious  interference  witii  existing  service. 
It  would  expedite  operations  in  the  construction  of  the  subways 
and  be  less  expensive  if  traffic  were  diverted  from  a  street  to  the 
tracks  in  other  streets  during  construction  operations.  Should 
such  diversion  of  traffic  be  impracticable,  service  could  be  main- 
tained during  the  construction  period  by  underpinning,  or  by 
suspending  the  surface  tracks  over  the  subway  excavation.  The 
diversion  of  traffic  from  one  street  to  another  would  be  feasible 
if  cable  operation  were  abandoned  and  temporary  arrangement 
made  for  electrical  operation  of  cars  in  the  business  district. 

The  general  matter  in  the  foregoing  discussion  applies  to  both 
subway  plans  1  and  2,  although  the  routing  of  the  cars  would  be 
changed  corresponding  to  the  changes  in  the  streets,  but  the  gen- 
eral results  would  be  practically  the  same.  For  discussion  of 
Subway  Plan  No.  2,  see  Page  148. 

DRAINAGE. 

In  connection  with  the  construction  of  the  subways  it  is  pro- 
posed to  work  out  the  drainage  problem  by  the  following  meth- 
ods: 

All  drainage  east  of  and  including  the  east  side  of  Wabash 
Av^ue  to  drain  into  the  trunk  line  sewer  in  Michigan  Avenue,  as 
at  present  arranged.  The  existing  main  sewer  in  Michigan  Ave- 
nue summits  at  Van  Buren  Street  and  descends  thence  north- 


SUBWAYS  143 

«*  wai'dly  toward  the  river  and  southwardly  to  the  four-foot  inter- 
cepting sewer  which  crosses  Michigan  Avenue  at  Twelfth  Street; 

^  the  elevation  of  the  Michigan  Avenue  sewer  invert  at  Van  Buren 
Street  being  3.15  feet  above  city  datum  and  at  its  junction  with 
the  intercepting  sewer  at  Twelfth  street  the  elevation  of  the  in- 
vert is  .8  of  a  foot  above  the  datum  line.  South  of  Twelfth  Street 
the  Michigan  Avenue  sewer  again  smnmits  at  the  center  of  the 
block  between  Sixteenth  Street  and  Eighteenth  Street,  where 

% ,  the  elevation  of  the  invert  is  4.2  feet  above  city  datum.  From 
the  latter  summit  the  Michigan  Avenue  sewer  inclines  south- 
wardly toward  the  intercepting  sewer  at  Twenty-first  street  and 
northwardly  toward  the  intercepting  sewer  at  Twelfth  Street 
Prom  the  intersecti(m  of  Michigan  Avenue  and  Twelfth  Street 
the  intercepting  sewer  runs  westwardly  in  Twelfth  Street  to 

^  State  Street;  thence  southwardly  in  State  Street  to  Fourteenth 
Street;  thence  westwardly  in  Fourteenth  Street  to  the  outfall 
at  the  river. 

To  provide  for  properly  connecting  the  Illinois  Central  Kail- 
foad  Station  at  Park  Row  with  the  down-town  local  surface  trans- 
it       portation  system  without  incurring  interruption  to  the  traffic 
operated  through  the  north  and  south  subways  it  is  desirable  to 
begin  the  descent  into  the  southerly  approaches  to  subways  at  or 
near  Fourteenth  Street;  this  would  involve  a  re-location  of  the 
intercepting  sewer  from  the  intersection  of  Michigan  Avenue  and 
Twelfth  Street  to  the  intersection  of  State  Street  and  Fourteenth 
^        Street.   The  new  location  suggested  is  as  follows,  viz. :  South- 
wardly along  the  west  side  of  Michigan  Avenue  from  Twelfth 
Street  to  Fourteenth  Street;  thence  westwardly  in  Fourteenth 
*^ .        Street  to  a  connection  with  the  existing  sewer  in  Fourteenth 
Street  at  the  west  line  of  State  Street.   This  arrangement  of  the 
intercepting  sewer  would  not  involve  any  unusual  methods  in 
J^.        the  rearrangement  of  the  lateral  sewers  which  discharge  into  the 
intercepting  sewer. 

Within  the  subway  district  it  is  proposed  to  provide  a  high 
level  gravity  system  of  sewers  to  take  care  of  all  house  drainage 
at  and  above  the  first  floor  level.  This  gravity  system  would  be 
proportioned  to  take  care  of  storm  water  in  addition  to  the  house 
drainage. '  A  low  level  sewer  would  be  provided  to  take  the  drain- 
age from  the  basement  level  of  buildings  and  such  drainage  as 
may  be  required  for  the  subway,  pipe  and  electrical  conduits, 
etc.f  etc   The  low  level  drains  would  discharge  into  sumps  or 


144  THE  CHICAGO  TRANSPORTATION  PROBLEM 


receiving  wells  advantageously  placed  to  permit  the  low  level 
sewage  to  be  pumped  up  and  discharged  into  the  river  (see  Plates 
1  and  2).  It  is  proposed  to  eonstmct  the  high  level  subways 
with  their  roofs  as  near  to  the  surface  of  the  ground  as  may  be 
practicable.  The  minimum  depth  would  occur  at  the  summit 
points  of  the  sewer  system.  The  entrances  to  subway  stations 
would  pass  under  the  high  level  sewer  conduits  and  the  minimum 
headroom  required  for  these  station  entrances  establishes  the  re- 
lation between  the  sewer  invert  and  the  outside  of  the  subway 
roof.  This  relation  between  the  elevation  of  the  high  level  sewer 
and  the  elevation  of  the  subway  roof  would  remain  constant 
throughout  the  entire  length  of  the  subways,  as  the  gradient  of 
the  subway  would  be  parallel  with  the  gradient  of  the  sewer,  ex- 
cept where  local  conditions  may  demand  a  greater  inclination  of 
the  subway  (see  Profile,  Map  No.  12).  At  tJie  high  level  a  sep- 
arate sewer  would  be  provided  to  drain  each  side  of  a  street  occu- 
pied by  a  subway.  The  low  level  drainage  would  be  conveyed  in 
a  single  sewer  except  where  the  subway  would  come  above  and 
parallel  with  the  large-sized  tunnel  of  the  Illinois  Telephone  and 
Telegraph  Company  (see  Plate  No.  1).  In  the  latter  case  the  low 
level  sewer  would  also  be  constructed  to  take  the  basement  drain- 
age from  the  buildings  on  each  side  of  the  street  separately. 
As  indicated  on  Map  No.  12  for  north  and  south  through  sub- 
ways, the  sewer  parallel  to  these  subways  would  simoimit  at  Mon- 
roe Street  and  drain  northwardly  toward  the  river  and  south- 
wardly toward  the  intercepting  sewer  on  Fourteenth  Street.  As 
the  drainage  area  included  in  the  district  between  Monroe  Street 
on  the  north  and  Fourteenth  Street  on  the  south,  Wabash  Avenue 
<m  the  east  and  Clark  Street  on  the  west,  is  much  larger  than  that 
which  now  drains  into  the  Fourteenth  Street  intercepting  sewer, 
provision  would  have  to  be  made  for  an  additional  outlet  sewer  in 
Polk  Street.  The  subway,  after  crossing  the  trunk  line  tun- 
nel of  the  Illinois  Telephone  and  Telegraph  Company  in  Harri- 
son Street,  would  be  depressed  sufficiently  to  permit  the  outlet 
sewer  to  cross  above  the  subway  at  Polk  Street,  the  subway  being 
allowed  to  rise  again  to  normal  depth  below  the  established  grade 
of  the  street  at  or  near  Taylor  Street.  The  upper  level  drainage 
north  of  Monroe  Street  and  between  Wabash  Avenue  and  Clark 
Street  would  be  carried  northwardly  to  the  river.  On  account  of 
the  gradients  which  would  be  necessary  to  take  the  subway  under 
the  river  it  would  be  entirely  practicable  to  build  the  upper  level 


SUBWAYS 


145 


sewers  north  of  Monroe  Street  on  uniform  gradients  and  carry 
them  above  the  subway  roof  near  the  river  and  discharge  them 
by  gravitation  directly  into  the  river.  Similai  conditions  will 
obtain  in  respect  to  the  upper  level  drainage  within  the  subway 
district  west  of  Clark  Street. 

Reference  has  been  previously  made  to  the  proposed  method 
of  disposing  of  the  low  level  sewage  by  disdiarging  it  by  gravi- 
tation into  receiving  wells  so  located  as  to  permit  of  pumping 
the  sewage  up  and  discharging  it  into  the  river.  The  tunnels 
which  would  pass  under  the  river  and  form  the  lowest  level  in  the 
subway  system  would  be  the  natural  points  to  which  the  lower 
level  sewage  should  be  conveyed  by  gravitation. 

Between  Harrison  and  Fourteenth  Streets  the  low  level  serv- 
ice drains  within  the  subway  district  would  be  connected  with  the 
low  level  trunk  drain  running  westwardly  under  Taylor  Street 
to  Fifth  Avenue;  thence  northwardly  under  Fifth  Avenue  to 
Van  Buren  Street;  thence  westwardly  in  Van  Buren  Street  to 
Franklin ;  thence  northwardly  in  Franklin  Street  about  165  feet 
to  the  entrance  to  the  property  of  the  West  Chicago  Street  Rail- 
road Tunnel  Company.  Thence  into  the  receiving  well  of  the 
pumping  station. 

The  low  level  service  sewers  within  the  subway  district  be- 
tween Harrison  and  Monroe  Streets  would  be  connected  with  a 
low  level  trunk  line  sewer  in  Van  Buren  Street  running  west- 
wardly to  a  connection  with  the  low  level  trunk  line  sewer  at  the 
intersections  of  Fifth  Avenue  and  Van  Buren  Street  The  low 
level  service  drains  within  the  subway  district  north  of  Monroe 
Street  would  connect  with  a  trunk  line  low  level  sewer  conve 
niently  located  to  convey  the  sewage  to  a  pumping  station  situated 
at  one  of  the  tunnels  passing  under  the  Chicago  river  and  con- 
necting the  North  and  South  Divisions  of  the  city. 

WATEE  SYSTEM. 

As  a  general  arrangement  of  the  Water  Supply  System  within 
tlie  subway  district,  it  is  proposed  to  install  a  belt  of  main  feeder 
pipes  to  be  connected  with  the  various  pumping  stations  which 
at  present  supply  the  district  under  consideration.  Prom  the 
belt  of  feeder  pipes  lateral  supply  mains  would  be  projected,  and 
wherever  in  the  construction  of  the  subway  the  present  system  of 
pipes  would  not  be  interfered  with  these  pipes  would  be  con- 
nected with  ihe  new  feeder  system  in  such  manner  as  to  provide 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


for  ocmiplete  dmilatioii  of  the  water.  It  is  proposed  to  lay  the 
belt  feeder  system  with  pipes  36  inches  in  diameter,  connecting 

at  the  junction  of  Washington  and  LaSalle  Streets  with  the 
existing  36-inch  main  feeder  from  the  Chicago  Avenue  Pumping 
Station,  thence  westwardly  along  the  north  side  of  Washington 
street  to  Market  Street^  where  the  roof  of  the  snbway  would  be 
a  sufficient  depth  below  the  surface  of  the  street  to  permit  the 
water  main  to  pass  above  it ;  thence  southwardly  in  Market  Street 
to  the  south  side  of  Jackson  Boulevard;  thence  eastwardly  in 
Jackson  Boulevard  to  Fifth  Avenue,  where  connection  will  be 
made  with  the  existing  36-inoh  feeder  from  the  Harrison  Street 
Pumping  Station;  thence  continuing  eastwardly  in  Jackson 
Boulevard  to  the  west  side  of  South  Clark  Street;  thence  south- 
wardly in  Clark  Street  to  Harrison  Street,  where  connection 
would  be  made  with  the  36-inch  feeder  which  now  connects  the 
Fourteadth  Sisreet  and  Harris<m  Street  Pumping  Stations ;  thence 
continuing  southwardly  in  Clark  Street  to  Polk  Street,  where  the 
roof  of  the  subway  would  be  at  sufficient  depth  to  permit  the 
water  main  to  pass  above  it;  thence  east  in  Polk  Street  and  Peck 
Place  to  the  west  side  of  Wabash  Avenue;  thence  southwardly 
in  Wabash  Avenue  to  Fourteenth  Street ;  thence  east  in  Four- 
teenth Street  to  a  connection  with  the  Fourteenth  Street  Pump- 
ing Station.  By  a  main  feeder  connecting  with  the  main  in  Four- 
teenth Street  and  running  northwardly  in  the  east  side  of  Wa- 
bash Avenue  to  South  Water  Street,  or  by  projecting  the  Michi- 
gan Avenue  main  feeder  to  South  Water  Street ;  thence  in  South 
Water  Street  to  a  connection  with  the  36-inch  main  in  LaSalle 
Street  the  belt  feeder  would  be  complete,  with  suitable  connec- 
tions with  the  feeders  from  all  pumping  stations  which  are  now 
supplying  the  circulative  system  within  the  proposed  subway 
district. 

ABBANQfiMElill  OF  OAS  PIP£S. 

The  general  arrangement  of  the  gas  circulating  system  within 
the  subway  district  would  be  similar  to  that  described  for  the 
water  circulating  system,  i.  e.,  it  is  proposed  to  install  a  belt  line 
of  main  supply  pipes  feeding  into  the  circulating  system  and 
connected  with  it  in  such  manner  as  to  provide  complete  circula- 
tion and  equalization  of  pressure.  Separate  systems  of  equal 
capacity  to  present  systems  would  be  provided  for  illuminating 
and  fuel  gas. 


SUBWAYS 


147 


DISPOSITION  OF  ELECTRIC  WIBES  AND  CABLES. 

For  the  dispoeition  of  the  electric  wires  and  cables  for  elec- 
tric lighting,  power,  telegraph,  telephone  and  other  public  utili- 
ties of  like  character  occupying  conduits  beneath  the  surface  of 
the  streets,  it  is  proposed  to  supply  roomy,  dry  and  well-venti- 
lated galleries  running  parallel  with  and  adjacent  to  the  trans- 
portation subways,  as  shown  on  Plates  1,  2,  3  and  8. 

The  galleries  designed  to  carry  the  feeder  mains  would  have 
their  floors  located  at  practically  the  same  level  as  the  railway 
tracks  within  the  subway.  These  galleries  would  be  approxi- 
mately 91/2  feet  wide  and  11  feet  high  in  the  dear,  with  an  arched 
roof,  whidi  would  also  form  the  floor  of  a  gallery  immediately 
beneath  the  surface  of  the  street,  and  designed  to  contain  the 
high  level  sewer  and  pneumatic  tubes.  The  galleries  for  the 
electrical  feeder  mains  would  be  continuous  between  the  subway 
stations  and  would  occupy  the  space  between  the  wall  of  the  sub- 
way and  the  curb  wall  situated  at  the  outer  edge  of  the  sidewalk 
space.  The  electrical  wires  and  cables  would  pass  by  the  station 
points  in  tile  conduits  situated  beneath  the  station  platforms. 
These  tile  conduits  would  terminate  in  large  manholes  located 
outside  the  subway  walls  at  each  end  of  a  station  platform.  Out 
of  the  manholes  the  feeder  mains  would  be  carried  to  the  racks 
provided  for  them  in  the  galleries  above  mentioned.  The  man- 
holes would  be  of  sufficient  size  to  permit  of  making  all  necessary 
transposition  of  the  wires  and  cables  of  the  various  circuits,  and 
to  make  necessary  connections  with  the  service  mains  which  it 
is  proposed  to  locate  within  a  separate  gallery  at  a  higher  level 
and  convenient  for  the  distribution  system. 

On  account  of  the  precautions  which  would  be  taken  to  ex- 
clude moisture,  it  is  not  expected  that  these  wire  galleries  would 
ever  contain  much  water ;  however,  it  is  proposed  to  incline  the 
floors  of  the  galleries  toward  the  manholes  into  which  the  tile 
conduits  would  terminate,  and  to  connect  these  manholes  with  the 
low  level  sewers  with  outlets  of  sufficient  capacity  to  meet  any 
emergency,  including  possible  leakage  from  water  pipes  located 
in  the  water  pipe  gallery  at  a  higher  level  than  the  level  of  the 
wire  and  caUe  gallery.  Adequate  ventilation  of  the  wire  and 
cable  gallery  would  be  provided  by  the  introduction  of  vrati- 
lating  flues  into  the  curb  walls.  These  ventilating  flues  would 
terminate  at  the  sidewalk  level  and  would  be  covered  with  iron 
bar  grates. 


148 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


It  is  proposed  to  carry  the  service  mains  in  each  block  in  a 
gallery  which  would  occapy  the  first  five  feet  of  the  space  inside 
of  tlie  curb  wall ;  the  floor  of  this  gallery  would  be  at  or  near  the 
level  of  the  basement  floor  of  the  buildings  and  its  roof  would  be 
formed  by  the  concrete  sidewalk. 

In  the  space  between  the  service  main  gallery  and  the  building 
line  of  the  street  would  be  located  the  gallery  for  water  pipes, 
and  the  space  filled  with  sand,  which  would  be  devoted  to  gas 
mains.  A  concrete  wall  would  separate  these  latter  utilities  from 
the  upper  wire  gallery.  Through  the  w^alls  of  the  electrical  serv- 
ice main  gallery  at  intervals  of  about  20  feet  would  be  provided 
service  ducts,  through  which  service  wires  could  be  drawn  into 
the  buildings  on  either  side  of  the  street,  as  the  ducts  through 
the  curb  walls  would  extend  entirely  across  the  street  above  the 
subway  roof. 

Cost  Estimate  No.  2,  Page  233,  is  an  estimate  of  the  cost 
to  produce  the  system  of  subways  herein  outlined,  known  as  Sub- 
way Plan  No.  1,  including  the  cost  of  the  re-arrangement  of  all 
underground  utilities  and  the  reconstruction  of  all  sidewalks  dis- 
turbed and  the  relaying  with  asphalt  of  all  street  pavements  on 
streets  where  the  open  cut  method  of  construction  is  resorted  to. 
In  this  estimate  is  embodied  the  cost  of  lowering  and  reconstnict- 
ing  the  three  existing  tunnels  and  the  construction  of  two  new 
tunnels  leading  to  the  North  Division. 

SUBWAY  PLAN  NO.  2. 

The  subway  system  above  described  has  been  carefully  de- 
signed, and  it  is  believed  that  it  will  best  fulfill  the  conditions 
necessary  for  the  successful  operation  of  a  combined  surface 
and  subway  railway  system  which  is  practicable  without  interfer- 
ing with  existing  low  level  improvements. 

Its  chief  advantage,  from  an  operating  standpoint,  is  that  it 
keeps  all  through  traffic,  both  north  and  south,  and  west  to  south, 
and  west  to  north,  off  the  surface  of  the  streets,  and  will  permit 
rapid  running  time  for  such  traffic  to  be  made  through  the  busi- 
ness district  of  the  city. 

Plan  No.  1  as  outlined  does  not  meet  all  the  conditions  for  a 
complete  and  satisfactory  solution  of  the  transportation  problem, 
evm  if  used  in  connection  with  any  system  of  surface  terminals 
that  can  be  devised,  for  the  following  reasons: 

First— If  used  in  coimectiou  with  Surface  System  No.  1,  as 


SUBWAYS 


149 


shown  on  Map  10,  which  is  the  best  loop  system  1  have  been  able 
to  devise  to  most  effectually  utilize  the  business  district  for  termi- 
nals without  using  grade  crossings,  all  north  and  south  cars 
would  be  compelled  to  use  the  subways,  and  almost  all  of  Hie  West 
Side  cars  would  be  brought  into  the  business  district  on  the  sur- 
face. 

From  the  viewpoint  of  those  who  consider  that  part  of  the 
traffic  from  all  parts  of  the  city  should  be  conducted  on  the  sur- 
face of  the  streets  this  plan  would  not  be  a  satisfactory  solution 
of  the  problem,  but  it  is  submitted  as  one  plan  complying 
with  the  conditions  of  my  commission  ^ '  to  eliminate  grade  cross- 
ings." 

Second— While  some  of  the  objections  just  dted  would  be 
lemoved  by  using  this  subway  system  in  c(»nbinati<m  with  either 
of  the  surface  plans  shown  on  Maps  2  or  3,  tlie  use  of  such  a  com- 
bined system  would  still  compel  all  passengers  arriving  on  the 
West  Side  subway  cars  to  transfer  to  surface  cars  if  they  desired 
to  ride  farther  ea&t  than  Clark  Street, 

This  objection  could  be,  in  a  d^ree,  overcome  by  moving  the 
entire  system  of  subways  east  one  block,  thus  locating  the  subway 
shown  under  Wabash  Avenue,  under  Michigan  Avenue,  and  per- 
mitting the  West  Side  subway  loops  to  come  as  far  east  as  Dear- 
born Street. 

Third-The  use  of  the  syst^n  in  ccHnbination  with  any  sur- 
face system  permits  and  creates  the  best  possible  condition  fo! 

the  improper  use  of  transfers  in  the  business  district  by  com- 
pelling all  passengers  desiring  to  go  west  from  the  north  and. 
south  subways  to  transfer  to  surface  cars,  unless  they  chance  to 
be  passing  through  the  Clark  Street  subway. 

In  order  to  overcome  the  above  objections,  and  submit  for 
your  consideration  a  complete  and  ideal  solution  of  the  transpor- 
tation problem,  and  to  absolutely  solve  the  question  submitted  to 
me  by  you,  and  stated  on  Page  133,  Subway  Plan  No.  2  has  been 
devised,  which  is  shown  on  Map  No.  5. 

All  of  the  advantages  of  through  routes,  in  all  directions,  of 
Plan  No.  1  are  retained,  its  objections  are  fully  overcome,  and 
its  use  makes  it  possible  for  the  city  to  demand  from  the  railway 
companies  a  universal  transfer  system  without  injustice  to  them. 
It,  however,  is  submitted  as  an  ideal  solution  of  the  situation  with 
the  full  understanding  of  the  difficulties  which  will  be  encoun- 
tered in  its  construction,  and  in  full  recognition  of  the  fact  that 


150 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


the  cost  of  a  subway  Bjsbem  built  under  this  plan  will  be  8<Mne- 
what  in  excess  of  that  required  by  the  previous  plan,  and  that 

more  difficulties  will  be  found  than  would  be  encountered  in  the 
adoption  of  Plan  No.  1. 

This  plan  retains  the  same  north  and  south  trunk  line  system 
of  tunnels  as  shown  in  Plan  No.  1,  except  that  the  line  on  Wa- 
bash Avenue  is  moved  aver  to  Michigan  Avenue,  and  run  un- 
demeath  the  edge  of  Lake  Front  Park,  thus  enabling  this  line 
to  be  entered  at  the  south  by  the  present  Indiana  Avenue  line, 
provided  a  suitable  extension  of  the  Indiana  Avenue  line  from 
Eighteenth  Street  nc^rth  is  made  to  connect  with  the  subway,  as 
shown  on  Map  No.  5. 

It  will  be  noticed  that  the  subway  under  Michigan  Avenue 
would  pass  under  the  river  at  Cass  Street,  which  arrangement 
could  also  be  adapted  for  Plan  No.  1  if  it  should  ultimately  be 
found  advisable. 

This  arrangement  would  eliminate  the  difficulties  which 
would  be  encountered  by  passing  under  the  bridge  on  Dearborn 
Street. 

If  for  any  reason  it  were  found  desirable  this  line  could  be 
placed  under  Wabash  Avenue  instead  of  Michigan  Avenuoi  as 
in  Plan  No.  1. 

In  order  to  get  the  West  Side  lines  through  to  Michigan  Ave- 
nue and  ultimately  farther  east  under  the  Lake  Front  Park  should 
future  extension  of  the  park  make  this  desirable,  or  if  it  should 

be  thought  best  to  connect  the  various  passenger  and  freight 
'depots  of  the  steam  railroads,  a  series  of  low  level  loops  could 
be  provided.  These  loops  would  extend  eastward  from  the  river 
at  as  high  a  level  as  practicable  to  keep  underneath  the  north  and 
south  subways,  and  where  they  intersected  the  streets  occupied 
by  north  and  south  subways  double-decked  stations  could  be 
provided,  as  shown  in  Plate  9.  In  this  station,  as  designed,  all 
of  the  business  would  be  done  on  the  first  floor  below  the  street 
surface,  and  the  lower  section  of  the  station  would  consist  only  of 
platforms  from  which  passengers  would  board  the  trains.  From 
the  lower  level  platform  to  the  platform  of  the  upper  subway 
would  be  provided  stairs  at  one  end,  and,  if  found  advisable, 
elevators  or  escalators  at  the  other  end,  thus  making  the  ascent 
easy  for  those  who  desired  to  use  them. 

By  the  construction  of  the  three  or  more  north  and  south  sub- 
ways and  the  three  or  more  low  level  east  and  west  loops  the 


• 


SUBWAYS 


151 


entire  street  car  traffic  of  the  business  center  of  Chicago  could 
be  kept  below  the  surface  for  some  years  to  Gome^  except  the 
traffic  which  would  be  handled  by  the  surface  distributing  loop 

extending  between  the  depots,  thus  eliminating  the  necessity  of 
constructing  a  large  part  of  the  underground  conduit  electric 
construction  at  the  present  time,  and  if  some  independent  unit 
system  of  operation  should  be  adopted  for  this  surface  distrib- 
uting system,  the  necessity  of  underground  conduit  construction 
in  Chicago  would  be  entirely  eliminated  until  such  time  as  it  be- 
came necessary  to  put  additional  surface  tracks  on  the  streets. 

It  will  thus  be  seen  that  the  business  cmter  of  the  city  would, 
if  this  plan  were  adopted,  be  underlaid  with  a  series  of  subway 

tracks  intersecting  each  other  at  right  angles,  and  at  a  sufficient 
number  of  points  to  enable  passengers  to  travel  from  almost  any 
point  in  the  business  district  to  almost  any  other  point  with  the 
least  inconvenience,  and  at  the  same  time  make  it  impossible  for 
passengers  to  improperly  use  transfers,  for  the  reason  that  in 
order  to  get  on  a  car  the  passenger  must  pay  cash  fare  and  pass 
through  a  subway  entrance,  and  when  transferring  from  any 
high  level  subway  car  to  any  other  high  level  subway  car;  or  from 
any  high  level  subway  car  to  any  low  level  subway  car,  he  cannot 
come  to  the  surface  to  dispose  of  his  transfer,  and  must  of  neces- 
sity take  some  car  and  use  his  transfer  himself,  for  if  he  comes 
to  the  surface  it  is  of  no  value,  for  the  reason  that  no  one  can  enter 
the  subway  on  a  transfer.  It  might  be  argued  that  this  does  not 
prohibit  the  misuse  of  transfers  for  the  reason  that  some  one 
could  meet  the  passenger  in  the  subway  and  receive  and  use  his 
transfer,  but  this  person  cannot  enter  the  subway  without  having 
paid  a  cash  fare,  consequently  this  argument  would  not  prevail. 

In  time,  after  the  capadty  of  all  possible  subway  terminals 

had  been  reached,  it  would  become  necessary  to  construct  surface 
tracks  in  accordance  with  Plans  2  or  3,  shown  on  Maps  2  and  3, 
or  some  other  plan,  which  would  involve  the  delivering 
of  a  large  number  of  pasengers  in  the  down-town  dis- 
trict from  the  surface  lines.  These  passengers  should 
not  be  permitted  to  transfer  from  one  surface  line  to  another, 
or  from  a  surface  line  to  the  subway  within  the  subway 
district,  for  the  reason  that  if  they  desire  to  pass  through  from 
one  part  of  the  city  to  another  they  should  be  required  to  take  a 
subway  car,  or  if  they  chanced  to  be  upon  a  car  whidi  did  not  pass 
through  the  subway  they  should  transfer  to  subway  cars  at  pcrints 


152  THE  CHICAGO  TRANSPORTATION  PROBLEM 


outside  the  subway  district,  thus  eliminating  to  the  greatest  de- 
gree the  possibility  of  the  improper  use  of  transfers. 

OBJECTlOiiS  TO  SUBWAY  FLAN  HUMBEB  2. 

It  is  believed  that  the  merits  of  this  system  have  been  fully  set 
forth,  and  the  objections  to  it  should  also  be  recognized  in  the 
consideration  of  the  transportation  problem.  The  chief  objec- 
tions that  can  be  made  to  it  are : 

First— Its  relative  cost  as  compared  with  Plan  No.  1. 

Second— The  passengers  in  the  low  level  subways  would  be 
about  40  feet  below  the  surface  of  the  street,  thus  necessitating 
the  use  of  elevators  between  low  level  and  high  level  subways  at 
staticm  points,  a  distance  of  about  20  feet 

Tbird— The  engineering  difficulties  and  risks  that  would  be 
encountered  in  its  construction. 

Fourth— The  fact  that  it  would  interfere,  and  to  a  large  ext^t 
destroy,  existing  and  contemplated  low  level  improvements. 

The  importance  of  the  first  objection  can  be  analyzed  by  com- 
paring the  estimated  cost  of  this  plan,  as  shown  in  Cost  Estimate 
No.  3,  Page  236,  with  the  cost  of  Plan  No.  1,  as  shown  in  Oo»t 
Estimate  No.  2,  Page  233. 

The  second  objection  can  only  be  answered  by  the  individual 
opinion  of  those  who  might  ride  upon  the  system.  In  my  judg- 
ment it  is  not  serious. 

The  third  objection,  or  the  engineering  difficulties  and  busi- 
ness risks  to  be  assumed  during  the  construction  of  such  a  low 
level  street  car  subway,  are  difficult,  and  would  require  the  exer- 
cising of  great  skill  and  care  during  construction,  but  can  be  over- 
come and  are  in  my  judgment  comparatively  small  when  com- 
pared with  the  advantages  to  be  gained  by  the  adoption  of  such  a 
system. 

The  fourth  objection  is,  in  ray  judgment,  difficult  to  overcome, 
as  the  changes  that  would  necessarily  have  to  be  made  in  the  exist- 
ing and  contemplated  low  level  improvements  of  the  Illinois  Tele- 
phone and  Telegraph  Company  to  make  room  for  the  low  level 
subway  herein  contemplated  would  probably  involve  heavy  ex- 
penditure of  money,  and  the  relative  importance  of  the 
advantages  to  be  gained  by  the  high  and  low  level 
system  of  street  car  subways  as  compared  with  the 
advantages  to  be  gained  by  the  business  interests  of 
Chicago  from  the  installation  and  operation  of   the  exist- 


SUBWAYS 


153 


iug  and  contemplated  low  level  improvements  of  the  Illinois  Tele- 
phone and  Telegraph  Company,  the  ultimate  function  of  which, 
in  addition  to  the  use  for  telephone  and  telegraph  purposes,  I 
understand  to  be  the  carrying  and  delivering  of  freight  and  pack- 
ages from  all  railway  terminals  to  all  business  houses  in  the  city, 
should  be  well  considered  by  your  Committee  and  by  all  those 
whose  duty  it  may  be  to  ultimately  decide  this  question.  If 
some  amicable  arrangement  could  be  made  between  the  inter- 
ests which  may  construct  the  proposed  high  and  low  level  street 
car  subway  system,  provided  it  is  decided  to  construct  it,  and 
the  interests  controlling  the  Illinois  Telephone  and  Tele- 
graph Company,  whereby  the  tunnels  of  the  latter  company  could 
be  utilized  as  the  low  level  subways  for  the  street  car  system,  it 
would  be  one  way  of  solving  this  difficulty,  or  if  an  arrangement 
could  be  made  whereby  the  low  level  street  car  subways  and  tlie 
tunnels  of  the  Illinois  Telephone  and  Telegraph  Company  could 
be  constructed  jointly,  and  at  the  same  time,  it  would  to  a  large 
extent,  relieve  the  difficulties  to  be  encountered. 

Cost  Estimate  3,  Page  236,  is  an  estimate  of  the  cost  to  pro- 
duce Subway  Plan  No.  2,  as  above  described,  including  all  costs 
of  every  character  entering  into  its  constniction,  as  described  for 
Subway  Plan  No.  1,  Pages  133  to  148. 

WORKING  CONDUCTOE  IN  g^UBWAYS. 

In  whatever  subway  system  is  adopted,  due  consideration 
should  be  given  to  making  the  electrical  operation  of  cars  through 
it  as  safe  as  possible,  which  has  been  partially  taken  care  of  by 
a  previous  recommendation  to  the  effect  that  the  cars  which  pass 
through  the  subways  should  be  built  of  non-comfoustible  mate- 
rial. 

There  is  one  other  source  of  danger  in  the  use  of  electrically 
operated  cars  in  tunnels,  viz.,  the  liability  of  injury  to  passengers 
from  the  electric  current  in  case  of  accident^  which  would  pre- 
cipitate passengers  upon  the  working  conductor,  or  short^ircuit 
the  working  conductors  by  means  of  the  metallic  or  other  parts 
of  the  wreckage.  To  provide  for  this,  so  far  as  practicable,  the 
working  conductor,  either  overhead  or  underneath,  should  be  di- 
vided into  sections,  each  section  provided  with  suitable  circuit 
breakers  which  will  automatically  open  in  case  of  a  short  circuit 
on  any  particular  section,  and  which  can  be  manually  controlled 
by  tower  men,  located  at  suitable  points,  or  by  the  station  em- 


154 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


ployees.  This  method  involves  no  radical  improvement  in  exist- 
ing electrical  apparatus,  for  the  parts  necessary  are  standardized 
today,  but  attention  should  be  given  to  this  subject  at  the  time 
of  the  construction  of  the  subway. 

It  will  be  noticed  that  the  Plates  illustrating  the  subways  show 
an  overhead  working  conductor,  or  trolley  wire,  and  also  ocm- 
ductors  located  underneath  the  cars  between  the  rails  of  each 
track. 

Owing  to  the  fact  that  Chicago  covers  so  great  an  area,  and 
the  improbability  of  its  entire  area  becoming  so  densely  popu- 
lated for  some  years  to  c<mie  as  to  require  underground  conduit 
construction  throughout,  it  seems  best  to  so  construct  the  sub- 
ways that  cars  equipped  with  overhead  trolleys  and  operating  in 
the  sparsely  settled  districts  of  the  outlying  territory  and  not 
equipped  with  the  conduit  plow  or  shoe  (the  part  which  carries 
the  current  from  the  working  conductor  to  the  motors  through 
the  slot  of  an  underground  system)  could  be  allowed  to  run 
through  the  subways  for  the  purpose  of  the  accomplishment  of 
the  proper  routing  of  the  cars.  At  the  same  time  it  will  be  nec- 
essary to  run  through  the  subways  some  cars  which  in  time  will 
ofierate  over  underground  conduit  tracks  outside  the  subway  dis- 
trict, and  for  this  reason  the  subway  has  been  supplied  with  con- 
ductors between  the  rails  of  each  track ;  these  conductors  to  be  of 
the  same  general  design  as  those  used  in  the  underground  conduit 
constmction,  but  placed  above  the  ties,  it  being  a  comparatively 
easy  matter  to  make  a  suitable  arrangement  for  allowing  the 
]>low  of  the  car  to  pass  out  of  the  covered  conduit  constmction 
to  the  open  surface  working  conductor  as  shown  in  the  subways, 
for  the  reason  that  this  opening  could  be  made  on  the  incline 
where  the  cars  enter  the  subway,  and  thus  not  interfere  with  team 
traffic 

By  providing  the  subway  with  both  overhead  and  surface 

contact  construction  all  cars  of  the  operating  company  could  be 
made  completely  interchangeable  so  far  as  operating  through  the 
subway  is  concerned,  and  operated  through  the  subway  or  over 
the  surface  of  the  streete,  or  in  the  outlying  districts,  at  the  will 
of  the  management 

SUMMARY  OF  BECOMMENDATIONS 

Summarized,  then,  my  recommendations  on  the  subway  and 
surface  terminal  problem  are  as  follows,  and  are  given  in  the 


OH 


SUBWAYS  1S5 

order  of  their  merit  from  an  engineering  and  transportation 
0  standpoint: 

First— Subway  plan  No.  2  in  connection  with 

(a)  Surface  Plan  No.  3;  or, 

(b)  Surf  ace  Plan  Na  2 ;  or, 

(c)  Surface  Plan  No.  1,  with  suitable  connections  for 

accommodating  through  cars. 
.  Second.— In  case  it  is  found  for  business  reasons  impractica- 

ble to  construct  Subway  Plan  No.  2, 1  recommend 
Subway  Plan  No.  1  in  cMiNion  with 

(a)  Surf  ace  Plan  No.  3 ;  or, 

(b)  Surface  Plan  No.  2;  or, 

(c)  Surface  Plan  No.  1,  with  suitable  connections  for 
^           .  accommodating  through  cars. 

Third.— If  for  any  reason  it  is  found  inadvisable  to  at  present 
construct  the  entire  subway  system  as  outlined  in  Subway  Plan 
No.  2,  or  Subway  Plan  No.  1,  one  north  and  south  subway,  and 
one  low  level  east  and  west  loop  could  be  constructed  at  present, 

^  which,  if  used  in  connection  with  any  one  of  the  surface  plans, 

would  largely  relieve  the  present  congestion,  and  leave  the  future 
subways  to  be  constructed  when  needed,  it  being  understood  that 
whatever  subway  work  is  done  should  be  done  in  such  a  manner 
that  it  follows  one  or  the  other  of  the  general  plans  recommended. 
Considering  the  surface  terminal  problem  by  itself,  I  recom- 

#  mend  the  adoption  of  Plan  No.  3,  as  described  on  Page  42,  Part 

II,  and  the  immediate  lowering  of  the  tops  of  the  tunnels  to  such 
an  extent  that  marine  traffic  will  no  longer  be  impaired,  and  the 

* .  preserving  of  portions  of  the  tunnels  for  use  in  connection  with 
future  subways. 


t 


PART  VL-CHAPTER  II 


UNDERGROUND  ELECTRIC  CONDUIT  SYSTEM. 


Your  Honorable  Committee  has  requested  me  *  *  to  report  on  the 
feasibility  and  desirability  of  an  Underground  Conduit  System 
of  railway  in  the  down-town  district  of  Chicago,  and  on  all  trunk 
lines  within  prescribed  limits,  with  proper  arrangements  for 
transferring  from  underground  to  overhead  trolley  and  vice  versa 
without  disarrangement  of  the  required  headway  of  care  on  either 
trunk  or  branch  lines."  The  statement  has  already  been  made  in 
Part  II  that  underground  conduit  construction  in  Chicago  is 
feasible,  and  should  ultimately  be  required  on  all  well-paved 
streets  in  densely  populated  districts. 

Thorough  drainage  of  the  conduiis  is  of  utmost  importance 
to  the  successful  operation  of  the  underground  conduit  type  of 
electrical  railways.  This  necessary  drainage  can  be  most  readily 
accomplished  in  situations  where  the  sewers  are  constructed  at  a 
sufficient  inclination  to  speedily  cany  away  the  storm  water,  or 
where  the  railway  is  located  along  the  summit  of  a  ridge  with  the 
country  on  both  sides  of  the  railway  line  sloping  away  from  it. 
The  latter  condition  is  well  illustrated  by  the  Broadway  line  in 
the  City  of  New  York.  The  subject  of  inadequate  drainage  in 
Chicago  has  been  the  one  most  frequently  brought  forward  and 
vigorously  urged  as  the  reason  why  underground  electric  rail- 
ways are  not  feasible  in  Chicago,  and  the  flooding  of  the  cable 
railway  conduits  during  stonns  has  been  held  up  as  positive  proof 
that  it  is  impracticable  to  install  and  operate  underground 
conduit  electrical  railways  in  Chicago  without  frequent  interrup- 
tions to  traffic  on  account  of  the  flooding  and  freezing  in  conduits, 
unless  fte  entire  drainage  system  of  the  city  were  remodeled  in 
some  way  to  insure  the  speedy  removal  of  all  storm  water.  The 
flooding  of  the  existing  cable  railway  conduits  during  stonns 
is  not  entirely  due  to  the  inadequacy  of  the  city  drainage  system ; 
on  the  contrary,  it  is  largely  attributable  to  the  insufficiency  and 

tS6 


ELECTRICAL  CONDUIT  SYSTEM 


improper  construction  of  the  cable  railway  drainage  system  which 
connects  with  the  city  system  of  drainage.  The  connections  be- 
tween the  cable  railway  drainage  pipes  and  the  city  sewer  system 
are  infrequent,  and  those  that  have  been  provided  are  seldom 
clear  and  in  working  order.  Even  with  all  the  openings  to  the 
sewers  in  proper  working  condition  the  capacities  of  the  railway 
drains  are  not  sufficient  to  enable  them  to  carry  away  promptly 
the  volume  of  storm  water  which  enters  the  cable  conduits. 

The  gradient  of  the  cable  conduits  are  parallel  with  the  street 
gradi^ts,  which  for  long  distances  in  some  of  the  Chicago  streets 
are  practically  horizontal,  and  if  the  openings  from  the  cable 

conduit  to  the  sewers  are  not  frequent  enough,  or  are  allowed  to 
become  filled  with  dirt,  the  water  cannot  leave  the  cable  conduit 
and  the  tube  is  soon  filled  and  overflows  through  the  slot  at  the 
surface  of  the  street.  It  is  entirely  practicable  to  build  under- 
ground conduits  for  railway  purposes  in  the  streets  of  Chicago, 
espedally  within  the  business  district,  and  provide  a  drainage 
system  connecting  with  the  city  sewers  which  will  keep  the  elec- 
trical conduits  sufficiently  free  of  water  at  all  times  to  prevent 
any  serious  interference  with  the  operation  of  the  railway. 

Under  Chicago  conditions  the  installation  of  underground 
conduit  electrical  railway  would  naturally  be  confined  to  limited 
districts,  and  to  avoid  the  necessity  of  having  two  distinct  sets 
of  rolling  stock,  it  would  be  necessary  to  devise  a  mechanism 
.  on  the  cars  and  within  the  trsek  conduit  whidi  would  permit  any 
car  to  operate  on  either  underground  conduit  or  overhead  trolley 
lines.  Such  a  system  of  operation  is  entirely  practicable. 
Mechanism  can  be  applied  which  will  permit  of  the  change  being 
made,  at  designated  points,  from  underground  conduit  to  over- 
head trolley  omtaet  and  vice  versa  with  practically  no  delay  to 
the  car. 

The  drawings  on  Plates  Nos.  10  and  11,  submitted  herewith, 
are  typical  illustrations  of  a  system  of  underground  conduit  elec- 
trical railway  which,  in  my  judgment,  will  be  applicable  to  Chi- 
cago conditions.  An  estimate  of  the  cost  to  produce  one  mile  of  sin- 
gle track  electrical  conduit  railway,  if  built  substantially  in  ac- 
cordance with  the  typical  designs  submitted  herewith,  is  given  in 
Unit  Price  Estimate  J,  Page  194.  This  estimate  is  made  to  cover 
the  construction  of  an  underground  conduit  line  in  streets  not  pre- 
viously occupied  by  railway  tracks.  If  this  type  of  construction 
were  placed  in  streets  whidi  are  now  occupied  by  cable  railways 


158 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


the  cost  per  mile  of  track  would  be  reduced  by  the  amount  of 
salvage  which  could  be  derived  from  the  sale  of  old  cable  ma- 
terial taken  out  of  the  street  This  sum  would  be  variable  and 
would  probably,  under  favorable  conditions,  not  exceed  $3,000 
per  mile  of  single  track. 

TRAKSF0BMA130N  OF  CABLE  UNES  IKTO  ELBOTBIC  LINES. 

I  am  requested  to  ^'report  on  the  cost  of  transforming  the 
present  cable  lines  into  an  underground  electric  system." 

This  question  has  been  mentioned  in  Part  II.  of  this  report, 
wherein  the  statement  is  made  that  the  yokes  which  were  used  in 
the  coiistmction  of  the  Cable  railways  in  Chicago  were  not  de- 
signed to  carry  heavy  rolling  stock  such  as  is  now  in  daily  opera- 
tion on  the  electric  railway  lines  in  this  city,  and  the  Milwaukee 
Avenue  line  is  cited  as  an  instance  which  verifies  the  correctness 
of  the  statement. 

The  cooditons  which  obtain  in  respect  to  the  Milwaukee  Ave- 
nue Cable  line  may  be  said  to  apply  to  a  large  proportion  of  the 
cable  railway  tracks  in  Chicago,  and  where  they  do  apply,  it  is 
impracticable  to  convert  the  cable  lines  into  underground  electric 
railway  and  produce  a  satisfactory  and  durable  construction. 
There  are,  however,  s<»ne  portions  of  the  cable  system  which 
could  be  converted  for  the  electrical  propulsion  of  cars,  especially 
within  the  district  where  overhead  trolley  construction  would  be 
permissible,  but  it  is  doubtful  if  it  would  prove  economical  to 
attempt  to  convert  any  of  the  existing  cable  track  into  under- 
ground electric  conduit  railway.  The  construction  of  a  dura- 
ble track  to  carry  the  heavy  rolling  stock  of  modem  electrical 
railways  involves  the  use  of  rails  having  sufficient  depth  and  sec- 
tion to  resist  bending  under  the  loads  put  upon  them.  The  depth 
of  the  rail  in  first-class  construction  is  also  regulated  in  some 
degree  by  the  character  of  the  pavement  and  its  foundations.  The 
rail  which  seems  to  be  most  suitable  to  meet  all  requirements  has 
a  d^th  of  nine  inches.  The  yokes  used  in  the  construction  of 
nearly  all  of  the  cable  tracks  in  Chicago  were  designed  for  shal- 
lower rails.  The  track  rails  supported  by  these  yokes  range  from 
seven  inches  to  four  inches  in  depth.  The  manholes  in  cable  rail- 
way tracks  are  located  about  thirty  feet  apart  at  points  where 
pulley  wheel  supports  occur.  The  insulated  supports  for  the 
contact  bars  in  an  undei^^und  electric  conduit  railway  are 
usually  spaced  not  more  than  fifteen  feet  apart  and  a  manhole  is 
required  at  each  of  these  insulated  supports. 


ELECTRICAL  CONDUIT  SYSTEM 


159 


The  drainage  of  electrical  conduits  must  be  practically  per- 
fect;  if  it  is  not,  serious  interruptions  to  traffic  are  certain  to  ensue. 
The  drainage  system  of  the  cable  railways  in  Chicago,  as  con- 
structed, is  utterly  inadequate  for  the  purposes  of  electrical  op- 
eration, and  any  attempt  to  convert  the  cable  lines  into  under- 
ground electric  conduit  railway  involves  the  redesigning  and 
entire  reconstruction  of  the  cable  drainage  system. 

From  the  foregoing  statements  it  will  be  seen  that  with  the 
re-modeling  of  the  yokes  to  receive  deeper  rails,  doubling  the 
number  of  manholes,  reconstructing  the  drainage  system,  and 
attempting  to  fit  new  work  to  old,  the  conversion  of  the  existing 
cable  lines  into  an  underground  electric  system  will  probably  in- 
volve an  expenditure  of  money  equal  to  the  amount  required  to 
create  an  entirely  new  system  of  underground  electric  conduit, 
and  the  property  created  would  not  be  as  durable  as  new  con- 
struction throughout 

Under  conditions  as  above  set  forth,  it  seems  that  little  saving 
would  be  made  in  attempting  to  transform  the  existing  cable  con- 
duit into  electric  conduit.  My  estimate  ( See  Unit  Price  Estimate 
J,  Page  194)  of  the  cost  of  constructing  new  underground  electric 
conduit  railway  will  apply  to  the  cost  of  converting  the  existing 
cable  lines  into  underground  electric  systems. 


PART  VI.-CHAPTEE  111. 


ELECTROLYSIS. 


The  destructive  effect  of  the  electric  current  on  water  pipes 
and  other  underground  improvements  in  districts  where  the 
overhead  trolley  and  ground  return  system  of  electric  railway  has 
been  installed  has  been  quite  marked  in  places,  but  with  the  im- 
proved methods  of  bonding  in  vogue  at  the  present  time  the  diffi- 
culties have  been  largely  overcame,  so  that  tl^  geroral  question 
is  not  so  serious  as  it  was  ten  years  ago. 

In  Chicago  a  careful  test  for  electrolysis  has  been  made  under 
the  direction  of  the  City  Electrician  over  almost  the  entire  city, 
and  while  disturbances  were  found  means  of  prevention  have 
been  formulated  by  the  Electrical  Department  and  embodied  in 
an  ordinance  known  as  the  Electrolysis  Ordinance,''  passed 
July  16,  1900,  which,  in  recent  construction  and  reconstruction, 
have  been  put  into  eifect  by  the  various  companies  operating  in 
the  city,  resulting  in  the  elimination  of  the  difficulty  in  a  large 
degree. 

The  ordinance  reads  in  part  as  follows:  Every  person,  firm 
or  corporation  operating,  owning,  or  controlling  any  surface  or 
elevated  railroad  or  any  street  railway  within  the  city  of  Chi- 
cago, upon  which  cars  are  now  or  hereafter  operated  by  elec- 

e  power,  with  a  grounded  return  circuit  for  con- 
veying the  electricity,  shall  install  and  maintain  a  metaUic  re- 
turn circuit  of  such  cross  section  and  conductivity  for  conveying 
the  electricity  so  used  as  a  motive  power  that  the  maximum  differ- 
ence of  potential  will  not  at  any  time  exceed  one  (1)  volt  be- 
tween any  part  of  such  metallic  return  circuit  and  any  water 
pipes,  gas  pipes,  or  other  metals  not  installed  for  the  purpose  of 
forming  a  part  of  such  metallic  return  circuit,  and  that  there  will 
not  be  a  variation  in  difference  of  potential  exceeding  one-half 
(I/2)  volt  between  any  two  measurements  made  at  the  same  time 
at  points  along  and  upon  said  metallic  return  circuit  within  a  dis- 
tance of  three  hundred  (300)  feet  or  less  from  each  other.  Such 

160 


9 


ELECTROLYSIS  161 

metallic  return  circuit  shall  be  installed  and  maintained  in  ac- 
cordance  with  the  provisions  of  the  general  ordinances  of  the  City 

#  of  Chicago,  now  or  hereafter  in  force. ' ' 

The  best  electric  railway  practice  at  the  present  time  involvea 
tlie  bonding  or  joining  together  of  tlie  ends  of  the  rails  with  a  cop- 
per or  other  bond  which  has  an  electric  conductivity  equal,  or  ap- 
proximately equal,  to  the  conductivity  of  the  rail.  With  this  ac- 

^  complished  the  return  current  follows  the  rails  of  the  track,  and 
has  but  littie  tendency  to  leave  its  regular  path  and  pass  into  tlie 
earth  or  water  pipes  or  other  underground  improvements, 
provided  the  conductivity  of  the  rail  is  sufficient.  If  the  con- 
ductivity of  the  rail  is  not  sufficient,  through  lack  of  sectional  area 
or  conductivity  of  material,  it  should  be  supplemented  by  an  ad- 

H  ditonal  metallic  return  circuit  seeurely  bonded  to  both  rails  of  the 
track  at  distances  about  100  feet  apart,  in  districts  where  the 
quantity  of  current  liable  to  flow  is  large,  which  is  often  the  case 
in  the  business  district  where  cars  become  bunched.  In  outlying 
districts  these  connections  need  not  be  so  close. 

In  Chicago,  and  elsewhere,  one  of  the  most  effective  ways  to 

#  insure  a  perfect  bond  between  the  ends  of  the  rails,  and  eJt  the 
same  time  secure  a  rigid  and  permanent  joint,  has  been  to  electrio- 
ally  weld  or  cast- weld  the  ends  of  the  rails  together.  The  greatest 
conductivity  is  secured  when  the  rails  are  welded,  as  the  cross 
section  at  the  joint  is  then  made  equal  to  or  considerably  greater 
than  the  cross  section  of  the  rail  itself,  and  as  this  is  the  method 

#  which  has  been  adopted  almost  exclusively  in  Chicago,  it  will  be 
seen  that  where  track  has  been  laid  in  recent  years  the  difficulti^ 
from  electrolysis  are  overcome  to  as  great  an  extent  as  modern 
practice  demands.  There  are,  however,  many  pieces  of  track 
which  are  not  as  well  bonded  as  they  might  be,  and  it  is  from  such 
sources  that  damage  from  electrolysis  naturally  enstees. 

V.  As  the  overhead  trolley  construction,  and  consequently  the 

grounded  rail  circuit,  is  eliminated  from  the  city  by  the  intro^ 
duction  of  the  electric  conduit  the  electrolysis,  due  from  the  street 
railways,  will  disappear,  for  the  reason  that  the  conduit  construc- 
tion is  built  with  a  cotnplete  metallic  circuit  and  withdtit  Any 

^  ground  Connection,  thus  r^oving  entitdy  t&e  oemditio^  Ao  hit 
as  streiet  rialways  axe  o6n)6i&rne4  wMdi  midte  elec^lysis  poissfbfe. 


PART  VI.-CHAPTER  IV. 


UNION  ELEVATED  LOOP. 


The  Union  Elevated  Loop,  which  encircles  the  business  dis- 
trict of  Chicago,  is  a  two-tracked  railroad,  two  miles  in  length, 
and  it  serves  as  a  terminal  for  the  traffic  coming  from  practically 
seven  different  elevated  railroad  lines.  The  Metropolitan  West 
Side  Elevated  brings  in  over  the  four-track  structure  East  of 
Marshfeld  Avenne  the  traffic  from  its  four  double-track  branches. 
The  traflSc  from  the  South  Side  Elevated  road,  as  well  as  that 
from  the  Lake  Street  and  the  Northwestern  Elevated  lines,  is 
operated  over  this  two-tracked  structure  simultaneously  with  the 
traffic  coming  from  the  Metropolitan  lines.  No  less  than  1,600 
trains  ranging  from  two  to  five  cars  in  length  are  delivered  to 
the  loop  railroad  daily.  The  total  number  of  cars  operated  on 
this  loop  per  day  is  5,000.  The  traffic  of  the  Elevated  railroads, 
like  that  of  the  surface  lines  which  terminate  in  the  business  dis- 
trict, is  principally  handled  during  ninety  minutes  in  the  moniing 
and  ninety  minutes  in  the  evening.  The  period  of  maximum  con- 
gesticm  (m  the  loop  tracks  extends  over  approximately  30  min- 
utes during  the  morning  and  30  minutes  during  the  evening  rush 
hour.  At  these  times  the  average  headway  between  trains  on  the 
outer  loop  is  19.8  seconds  and  on  the  inner  loop  it  is  19.5  seconds. 
The  ultimate  capacity  of  the  loop  tracks  is  fixed  by  the  rmmber  of 
inrhomd  and  out-hound  trams  which  it  is  possible  to  pass  through 
ike  junctions  at  Lake  Street  and  Fifth  Avenue,  Wabash  Avmue 
and  Van  Buren  Street,  and  Van  Buren  Street  and  Fifth  Avenue. 
It  has  been  demonstrated  that  a  train  of  five  cars  can  be  success- 
fully and  successively  passed  through  one  of  the  junctions  from 
a  state  of  rest  to  clearance,  and  the  interlocking  combinations  be 
(grated  to  open  another  route  for  the  passage  of  incoming  or 
oui-going  trains,  in  45  seconds  of  time.  If  it  were  necessary  to 
operate  the  interlocking  mechanism  for  each  in-bound  and  out- 
bound train,  the  capacity  of  these  junctions  would  long  ago  have 

162 


UNION  ELEVATED  LOOP 


163 


been  exceeded.  It  is  possible,  and  in  fact,  is  the  usual  practice 
to  simultaneously  pass  an  in-bound  and  an  out-bound  train  from 
the  main  line  to  the  loop  and  vice  versa. 

CAPACITY  NOW  LIMITED  BY  STATION  PLATFOBMS. 

As  previously  stated,  the  ultimate  capacity  of  the  present 

double-tracked  loop  is  limited  to  the  maximum  number  of  trains 
which  it  is  possible  to  pass  in  all  directions  through  the  junction 
points,  and  moreover,  the  capacity  of  the  junctions  cannot  be  in- 
creased. Under  existing  conditions,  however,  it  is  the  statiovi 
platforms  on  the  loop  and  not  the  junctions  which  limit  the  num- 
ber of  trains  that  can  be  operated  over  its  tracks. 

These  platforms  are  much  too  short  to  admit  of  trains  being 
operated  at  intervals  and  speeds  which  will  equal  the  capacity 
of  the  junctions.  They  should  be  lengthened  sufficiently  to  per- 
mit two  trains,  of  five  or  six  cars  each,  to  simultaneously  occupy 
a  platform.  If  the  jundions  were  operated  to  th^r  maximum 
capacity,  the  longest  time  to  be  consumed  by  a  train  in  making 
one  complete  circuit  of  the  loop  should  not  exceed  fifteen  minutes. 
Under  the  existing  conditions,  during  the  hours  of  maximum 
traffic,  the  average  time  consumed  by  a  train  in  making  a  com- 
plete circuit  of  the  loop  is  twenty  minutes.  To  any  one  who  will 
take  the  trouble  to  observe  the  movement  of  trains  on  these  tracks 
any  day  between  the  hours  of  5 :30  p.  m.  and  7  p.  m.  the  reason  for 
this  loss  of  time  in  making  a  round  trip  of  the  loop  will  become 
apparent.  He  will  find  that  the  headway,  or  spacing,  of  the  trains 
on  both  tracks  cannot  be  materially  reduced ;  in  other  words,  he 
will  find  crowded  on  these  tracks  at  tliat  time  the  maximum  num- 
ber of  trains  consistent  with  safe  operation.  He  will  also  discover 
that  the  movement  of  every  train  is  very  much  retarded  at  each 
station  because  it  is  prevented  from  approaching  the  platfonn 
until  the  preceding  train  has  taken  on  its  load  of  passengers  and 
is  under  way  leaving;  the  station.  There  are  eleven  stations  on  the 
loop  at  which  all  trains  stop,  and,  under  the  conditions  above  de- 
scribed, it  is  obvious  that  each  train  must  be  retarded  and  ac- 
celerated twenty-two  times,  instead  of  eleven  times,  as  would  be 
the  case  if  the  train  could  approach  the  station  platforms  with- 
out having  to  wait  for  the  train  preceding  it  to  move  out  of  the 
way.  It  is  the  frequent  starting  and  stopping  of  the  trains  which 
regulates  the  time  schedules  in  the  operation  of  the  elevated  rail- 
roads. The  average  distance  between  the  loop  stations  is  less 
than  955  feet  and  it  is  evident  that  under  the  most  favorable  con- 


164  THE  CHICAGO  TRANSPORTATION  PROBLEM 


ditions,  most  of  the  time  consumed  in  making  a  circuit  of  the  loop 
is  taken  up  in  accelerating  and  retarding  the  trains,  and  when 
these  operations  are  multiplied  by  two  the  efficiency  of  the  loop 
as  a  terminal  is  very  materially  reduced.  The  actual  loss  in  effi- 
ciency is  very  closely  represented  by  the  difference  in  time  re- 
quired for  a  train  to  complete  a  round  trip.  As  shown  by  the  fore- 
going statements,  this  difference  in  time  is  approximately  25  per 
cent 

In  respect  to  the  ability  of  the  junction  meohanism  to  handle 
additional  traffic,  observation  indieates  that  it  has  ample  capacity 

to  care  for  any  increased  efficiency  of  the  loop  which  may  be 
created  by  the  extension  of  station  platforms. 

OTHEB  SUGGESTIONS  FOB  INCREASING  IXX)P  OAPAdTT. 

The  extension  of  these  platforms  sufficiently  to  provide  for  the 
accixnmodatioii  of  two  full  toons  at  the  same  instant,  is  the  only  , 
method  by  tvhich  the  capacity  of  the  present  two-track  loop  struc- 
ture can  be  imcreased.  The  enlargement  of  the  loop  by  extend- 
ing it  South  on  Fifth  Avenue  to  Polk  Street,  thence  East  on  Polk 
Street  to  Wabash  Avenue,  thence  North  on  Wabash  Avenue  to  a 
ocmneetion  with  the  present  structure  at  Harrison  Street  has  been 
suggested  as  a  possible  means  of  providing  additional  capacity. 

From  the  transportation  point  of  view,  this  proposition  is  en- 
tirely without  merit.  If  the  loop  were  enlarged  as  suggested,  and 
the  railroad  companies  could  be  induced  to  operate  their  trains 
over  it,  its  sole  effect  upon  the  transportation  situation  would  be 
to  practically  double  the  loop  mileage,  and  the  time  required  to 
make  a  circuit  of  the  loop.  To  maintain  the  same  frequencgr  of 
service  as  that  given  at  the  present  time  the  number  of  trains  on 
the  loop  at  all  times  would  be  increased  in  direct  ratio  with  the 
increais^  length  of  the  loop. 

The  gross  revenue  to  the  railroad  company  would  not  be  in- 
ereased  except  by  the  small  amount  of  local  business  which  might 
be  taken  away  from  the  surface  lines  in  the  territory  lying  be- 
tween Polk  and  Lake  Streets  and  east  of  the  river.  The  fixed 
charges  and  operating  expenses  of  all  companies  using  the  loop 
tracks  would  be  materially  increased,  while  the  service  furnished 
to  the  traveling  public  would  not  be  improved  in  any  d^ree. 

Of  course,  by  extending  the  Loop  to  Polk  Street  a  larger  area 
would  be  directly  served  by  elevated  road  tiansportation,  but  it 
would  be  done  at  the  cost  of  time  and  convenience  to  the  present 
patrons  of  the  elevated  system,  compelling,  as  it  would,  a  large 


UNION  ELEVATED  LOOP 


165 


proportion  of  them  to  spend  twice  as  much  time  on  the  loop  as 
'  they  do  at  present.  The  time  consumed  in  rounding  the  present 
loop  is  a  serious  objection  to  all  patrons  of  the  several  lines  who 
are  located  adjacent  to  the  side  of  the  loop  first  traversed  by  their 
line  upon  entering  the  loop,  as  they  are  all  compelled  to  make 
the  entire  circuit  of  the  loop  before  getting  started  toward  thdr 
destination. 

If  the  present  structure  in  Van  Buren  Street  were  allowed 
to  remain  and  an  extension  were  made  to  and  in  Polk  Street,  and 
a  portion  of  the  trains  of  each  line  were  operated  around  the 
large  loop  and  a  portion  around  the  small  loops,  thus  created, 

the  capacity  of  the  terminal  facilities  would  not  be  increased,  as 
it  has  been  shown  that  the  capacity  of  the  loop  cannot  exceed  the 
capacity  of  the  present  junction  points  where  the  trains  enter  and 
leave  the  loop. 

If  it  were  possible  to  put  four  tracks  on  the  Van  Buren  Street 
structure,  which  cannot  be  done  without  the  abandonment  of  the 
stations.  Van  Buren  Street  being  only  66  feet  in  width,  the  use 
of  the  junction  points  would  not  be  decreased;  therefore  the  four 
tracks  would  not  help  matters.  It  it  therefore  evident  tliis  plan 
of  extending  the  loop  and  operating  trains  does  not  increase  the 
capacity  of  the  loop. 

From  both  the  construction  and  operating  points  of  view,  it 
is  entirely  practioable  to  double  the  capacity  of  the  Elevated  Loop 
terminals,  by  providing  a  separate  loop  for  each  of  the  four  oper- 
ating companies,  and  to  wholly  eliminate  the  crossings  and  junc- 
tions which  are  at  present  the  limiting  factors  in  determining  the 
efficiency  of  the  loop  as  a  terminal.  A  re-arrangement  of  the  loop 
tradks  which  will  furnish  a  complete  solution  of  the  probl^,  as 
above  stated,  is  shown  by  Map  No.  13. 

By  the  construction  of  a  two-track  structure  in  Clark  street 
from  Van  Buren  Street  to  Lake  Street,  and  a  two-track  structure 
in  Monroe  Street  from  Wabash  Avenue  to  Fifth  Avenue,  the  pres- 
ent large  double-track  loop  would  be  divided,  into  four  smaller 
mngle-track  loops  to  be  operated  as  follows : 

Tlie  trains  of  the  Metropolitan  West  Side  Elevated  Boad 
would  run  East  in  Van  Buren  Street  to  Clark  Street,  North  in 
Clark  Street  to  Monroe  Street,  West  in  Monroe  Street  to  Fifth 
Avenue,  South  in  Fifth  Avenue  to  Van  Buren,  thence  Westward- 
ly  on  the  main  line. 

The  trains  of  the  South  Side  Elevated  Road  would  run  North 


166  THE  CHICAGO  TRANSPORTATION  PROBLEM 

in  Wabash  Avenue  to  Monroe  Street,  West  in  Monroe  Street  to 
Clark  Street,  South  in  Clark  Street  to  Van  Bmen  Slxeet,  East 
in  Van  Bnren  Staneet  to  Wabash  Avenne,  thence  Southwardly  on 
the  main  line. 

The  Northwestern  Elevated  Railroad  trains  would  enter  the 
loop  at  Fifth  Avenue  and  Lake  Street,  running  East  in  Lake 
Street  to  Wahash  Avenne,  South  in  Wahash  Avenue  to  Monroe 
Street,  West  in  Monroe  Street  to  dark  Street,  North  in  Clark 
Street  to  Lake  Street,  West  in  Lake  Street  to  Fifth  Avenue, 
thence  Northwardly  on  the  main  line. 

The  Lake  Street  Elevated  Bailroad  trains  would  enter  the 
loop  at  Fifth  Avenue  and  Lake  Street,  running  East  in  Lake 
Street  to  Clark  Street,  South  in  Clark  Street  to  Monroe  Street, 
West  in  Monroe  Street  to  Fifth  Avenue,  North  in  Fifth  Avenue 
to  Lake  Street,  thence  Westwardly  on  the  main  line. 

On  account  of  the  Lake  Street  and  the  Northwestern  Elevated' 
lines  both  entering  and  leaving  the  loop  at  the  same  street  inter- 
section, it  would  be  necessary  to  construct  a  third  track  on  the 
elevated  structure  in  Lake  Street  from  Clark  Street  to  Fifth  Ave- 
nue, if  all  grade  crossings  and  junctions  were  to  be  eliminated. 
The  construction  of  this  third  track  would  be  entirely  practicable 
without  placing  additonal  burden  on  the  street ;  in  fact,  if  these 
crossings  and  junctions  could  be  abandoned  the  most  objection- 
able feature  of  the  loop,  from  the  standpoint  of  the  public,  would 
be  removed.  Facilities  for  transferring  from  one  elevated  rail- 
road line  to  another  would  be  maintained  by  the  creation  of  a  sta- 
tion, at  the  intersection  of  Monroe  and  Clark  Streets,  which  would 
be  common  to  the  four  loops,  each  road  having  its  separate  plat- 
form', but  all  the  platfonns  being  connected  by  means  of  a  sub- 
platform  suspended  beneath  the  tracks  in  the  same  manner  a&  the 
sub-platf  onus  to  the  present  loop  stations  are  suspended. 

In  addition  to  the  transfer  feature,  by  properly  oonneeting  the 
various  loop  tracks  with  each  other,  provision  could  be  made 
for  through  elevated  traffic  between  the  various  divisions  of  the 
city.  By  this  arrangement  of  loop  tracks  in  the  business  district 
the  elasticity  of  the  elevated  railroad  system  would  not  be  cur- 
tailed in  any  way,  except  that  all  of  the  trains  of  all  the  railways 
would  not  be  able  to  nmke  a  complete  circuit  of  the  large  loop. 
Over  and  against  this  abridgement  of  the  circuit  covered  by  all 
of  the  trains  as  now  operated,  is  the  ability  to  bring  into  a  cen- 
tral point  in  the  business  district  as  many  iarains  as  it  is  possible 


UNION  ELEVATED  LOOP 


167 


to  operate  on  the  main  lines  of  all  the  various  railways,  thereby 
'  creating  terminal  facilities  whidi  would  adequately  serve  the 
public  and  take  care  of  tifie  normal  increase  in  elevated  railroad 

traffic  for  many  years  to  come. 

The  same  results  in  increasing  capacity  could  be  obtained  by 
the  creation  of  four  separate  and  distinct  loops,  using  the  present 
Van  Buren  Street  structure  for  the  middle  crossing  of  the  loop 
aagid  extending  the  structure  South  on  Fifth  Avenue  and  Ekist  in 
Polk  Street  to  Wabash  Avenue,  thence  North  in  Wabash  Avenue 
to  the  present  structure  in  Wabash  Avenue  at  Harrison  Street, 
and  building  a  double-track  structure  through  Clark  Street  from 
Lake  Street  to  Polk  Street,  as  shown  on  Map  No.  14. 

By  this  arrangement  the  converging  point  of  tiie  four  loops 
would  be  Van  Buren  and  Clark  Streets  instead  of  Monroe  and 
Clark  Streets.  The  trains  of  the  Lake  Street  and  Northwestern 
lines  would,  under  this  arrangement,  be  brought  as  far  south  as 
Van  Buren  Street,  but  the  South  Side  Elevated  line  and  the  lines 
of  the  Metropolitan  Mevated  would  not  be  brought  North  of  Van 
Buren  Street. 

Unless  some  such  plan  of  separate  loops  is  adopted,  the  only 

remaining  method  by  which  additional  terminal  facilities  can 
be  provided  for  the  elevated  railroads  after  the  full  capacity  of 
the  present  junctions  has  been  reached  through  extension  of  plat- 
forms, is  by  establishing  auxiliary  stub  terminals  outside  of  the 
loop  and  adjacent  to  the  business  district. 

Should  the  time  ever  come  when  all  the  elevated  railroads 
were  consolidated  under  one  control  and  passengers  were  trans- 
ported within  the  district  served  by  all  of  the  companies,  for  one 
fare,  the  probl^a  of  increasing  the  loop  capacity  would  cease  to 
be  a  problem,  as  the  tracks  now  forming  the  loop,  by  slightly 
changing  the  present  junction  points,  would  become  simply  sec- 
tions in  through  lines,  that  would  be  o^^erated  between  the  North, 
South  and  West  Divisions.  The  loop  could  then  be  operated  in 
conjunction  with  these  through  lines,  as  at  present,  to  furnish 
terminal  facilities  for  any  auxiliary  service  that  might  be  re- 
quired during  the  morning  and  evening  rush  hours. 

SUMMABT  AND  REGOMMENDATIOKS. 

Summarized,  then,  the  possible  improvements  to  accommo- 
date increased  traffic  on  the  Union  Loop  are  as  follows : 

First— The  extension  of  the  present  platforms. 


148  THE  CHICAGO  TRANSPORTATION  PROBLEM 

SecoBd— The  provisioii  of  stab  end  tenmnals  for  each  iBde-         •  • 
pend^t  company. 

Third— That  if  further  loop  capacity  is  demanded  after  the  ^  g|f 

above  recommendations  have  been  put  into  execution,  it  could  be 
iseoared  by  the  extension  of  the  Union  Loop  Soath  on  Fifth  Ave- 
nue to  Polk  Street,  Hbmee  East  on  Polk  Street  to  Wabeah  Ave- 
nne,  and  North  on  Wabash  Avenne  to  a  connection  with  the  pres- 
ent structure  at  Harrison  Street,  and  dividing  it  into  four  parts 
by  means  of  a  North  and  South  line  on  Clark  Street  as  described.         ,  ♦ 

Fourth- The  ultimate  utilization  of  tiie  entire  Umon  Loop, 
dther  as  it  is  now  constructed,  or  as  it  may  hereafter  be  extended, 
as  a  part  of  a  through  line  system  for  the  combined  operation  of  • 
through  cars  over  all  the  elevated  structures  between  all  divisions 
of  the  city.  ^  ^ 

I  recommend  the  first  and  second  methods  as  practicable  and 
desirable  under  the  pi^nt  diversity  of  ownership  of  the  roads, 

and  should  conditions,  either  through  the  joint  ownership  of  the 

roads  or  joint  traffic  agreements,  ever  make  it  possible  to  realize  * 

the  fourth  method,  /  recommend  it,  as  it  is  the  one  that  will  tend 

most  to  relieve  the  congestion  of  the  Loop  and  extend  the  greatest         ^  ^ 

benefits  to  the  patrons  of  the  various  roads. 


m 


m  m 


PART  VL-CHAPTEB  V. 


TBACK  HAILS  AND  TEACK  CONSTRUCTION. 


I  have  been  requested  to  submit  a  design  for  a  track  rail  which 
will  be  practicable  for  the  operation  of  cars  under  Chicago  con- 
ditions, and  which  will  best  protect  the  street  pavements;  also 
to  report  on  the  desirability  and  cost  of  laying  cement  road-beds. 

The  design  of  track  rail  is  of  vital  importance  to  a  Street  Bail- 
way  Company,  and  with  the  demland  for  better  paved  streets 
which  has  arisen  in  Chicago  in  later  years  the  design  is  of  e^jual 
importance  to  the  taxpayer  and  the  municipality.  Not  alone  are 
the  interests  of  the  railway  companies,  the  taxpayers  and  the 
municipality  to  be  considerai,  but  every  individual  patronizing 
street  cars,  as  well  as  every  vehicle  owner  using  the  streets  in 
common  with  the  cars,  is  interested  and  affected  by  the  decision 
that  may  be  reached.  As  the  question  is  of  such  importance  to 
everybody,  very  careful  consideration  should  be  given  the  matter, 
from  ail  standpoints,  in  order  that  no  injustice  may  be  done  to 
any  interests  and  that  the  most  satisfactory  standards  may  be 
adopted  to  best  protect  the  interests  of  all  parties  concerned.  As 
is  the  case  in  other  matters  involved  in  this  transportation  (^ues- 
tion,  what  is  practicable  and  has  been  done  in  other  cities  has 
littie  bearing  on  what  is  practicable  and  can  be  done  in  Chicago, 
—because  conditions  vary  to  such  a  degree  that  entirely  new  sit- 
uations exist  which  cannot  be  treated  under  any  standard  form- 
ula. It  must  be  recognized  that  Chicago  has  had  an  enormous 
and  unprecedented  growth  in  a  very  short  time  (largely  through 
the  annexation  of  adjacent  territory).  This  growth  has  necessi- 
tated the  extenaion  of  street  car  lines  into  territory  where  prop- 
erty values  will  not  warrant  heavy  assessments  for  an  expensive 
street  paving  and  the  revenue  to  the  municipality,  derived  from 
the  tax  levy  on  this  cheap  property,  is  inadequate  to  properly 
maintain  the  pavement  that  does  exist.  The  same  design  of  rail 
that  it  would  be  practicable  to  use  in  a  well-maintained  street 

169 


170  THE  CHICAGO  TRANSPORTATION  PROBLEM 


paved  with  asphalt  ar  dressed  granite,  would  not  be  practicable 
in  outlying  streets  cheaply  paved  and  poorly  maintwned.  The 
same  is  true  as  to  a  large  number  of  streets  in  the  older  portions 
of  the  city,  on  which  the  paving  has  been  allowed  to  deteriorate 
through  lack  of  funds  in  the  hands  of  the  city  to  properly  main- 
tain it  and  through  the  disinclination  on  the  part  of  abutting 
property  owners  to  bear  the  expense  of  repaving  when  their  prop- 
erty was  daily  depreciating  through  the  outgo  of  population  to 
the  newly  annexed  territory. 

USE  OF  TRAM  RAILS  BY  VBHIC5LBS. 

The  statement  that  such  a  rail  as  would  be  practicable  to  use 
in  well  paved  and  well  maintained  streets  would  not  be  practica- . 
ble  to  use  on  these  poorly  paved  streets,  is  not  made  from  the 
Street  Railway  Company's  standpoint,  but  from  the  standpoint 
of  the  citizen  who  uses  these  streets  with  vdiides.  In  the  absence 
of  well  paved  and  well  maintained  streets  it  would  be  a  great 
hardship  on  the  whole  vehicular  traffic  of  the  city  to  demand  the 
installation  of  a  rail  which  would  deprive  vehicles  of  the  road- 
way at  present  furnished  by  the  girder  tram  rail  now  in  use. 
The  free  movement  of  wheeled  vehicles  throughout  a  large  pro- 
portion of  the  city  would  be  materially  retexded  by  the  universal 
adoption  of  the  girder  grooved  rail,  and  such  change  should  be 
made  only  as  new  and  permanent  pavement  is  laid.  The  design 
of  rail  affects  the  individual  who  patronizes  the  street  cars  oper- 
ating on  poorly  paved  streets,  through  the  inability  of  the  car  to 
operate  on  a  grooved  rail  that  is  clogged  with  mud  and  debris 
from  the  adjacent  roadways,  with  the  same  speed  and  smoothness 
as  is  ix>ssible  on  the  present  girder  tram  type  of  rail. 

In  the  outlying  districts,-where  the  time  between  cars  is  in- 
freqTOut,— during  the  inclement  weather  of  our  winters,  the 
grooved  rail  would  frequently  become  clogged  with  ice  that  would 
prohibit  the  operation  of  cars  until  it  was  removed.  This  would 
not  occur  on  streets  where  cars  run  at  close  enough  intervals  to 
dear  the  groove  by  the  passage  of  the  wheel  flange.  The  girder 
grooved  type  of  rail  should  not  be  installed  on  streets  where  con- 
tiguous population  is  insuflSeient  to  warrant  a  frequ«icy  of  cars 
capable  of  clearing  the  groove.  ,  ' 

From  the  standpoint  of  a  Street  Eailway  Company  the  de- 
sign of  rail  is  generally  a  compromise  betw^een  the  demands  of  the 
several  department  heads,  the  demands  of  team  traffic,  and  the 
ordinanees  of  the  dty. 


RAILS  AND  TRACKS 


171 


The  superintendent  of  motive  power,  charged  with  the  pro- 
duction of  sufficient  power  to  propel  the  cars  under  any  and  all 
conditions  at  the  least  possible  cost,  demands  that  a  rail  be  pro- 
vided that  will  offer  the  least  resistance  to  the  movement  of  the 
car  and  also  one  that  will  be  kept  absolutely  clean  under  all  con- 
ditions, so  that  a  continuous  c(»itact  with  tiie  wheel  of  the  car  can 
be  assured,  both  of  which  conditions  materially  affect  his  monthly 
statement.  He  is  convinced  that  the  onlv  rail  that  should  be  used 
is  the  ordinary  steam  railroad  ^*T''  rail,  laid  well  above  the  sur- 
face of  the  pavement  with  ample  room  left  for  the  wheel  flange. 

The  superintendent  of  transportation  is  satisfied  with  this  rail 
until  the  pavement  parallel  with  and  immediately  adjoining  the 
rail  becomes  so  badly  rutted  that  his  cars  are  constantly  delayed 
by  the  slow  progress  of  teams;  then  he  demands  that  a  place  be 
created  on  the  rail  for  the  accommodation  of  wheeled  vehicles,—  - 
that  iMl  insist  on  following  the  tracks,— to  the  end  that  tiieir 
movement  may  be  accelerated  and  thus  cease  to  delay  his  cars. 

Tbid  Superintendent  of  Maintenance  of  Way,  charged  with  the 
maintaining  of  the  pavement  embraced  within  the  outside  rails 
of  the  tracks,  demands  that  the  rails  be  of  the  girder  type,  not  less 
than  7  inches  in  height,  so  that  sufficient  foundation  can  be  laid 
between  the  paving  and  the  top  of  the  tie,  and  he  is  equally  in- 
sistent that  a  place  be  provided  on  the  rail  for  wagon  wheels,  so 
that  they  will  not  wear  out  the  pavement. 

The  owners  of  vehicles  are  j^leased  at  the  provision  made  for 
their  acconunodation  and  vigorously  oppose  any  change  that 
threatens  to  deprive  them  of  their  privl<^;es,  until  some  other 
pavement  equally  as  good  is  provided. 

The  General  Manager,  in  his  endeavor  to  meet  the  require- 
ments of  all,  adopted  the  present  girder  tram  rail,  which,  up  to 
very  recently  was  considered  ideal,  and  which  has  been  specified 
in  a  number  of  ordinances  granted  to  the  Chicago  companies. 

REASON  FOR  THE  DEMAND  FOR  GROOVED  KMLS. 

There  has  grown  up  among  the  drivers  of  teams  a  habit  of 
running  the  wheels  on  one  side  of  their  wagons  in  the  outside  car 
track,  while  flie  other  wheels  run  on  the  paving.  As  the  gauge  of 
the  majority  of  vehicles  is  the  same,  and  as  this  habit  is  very 
nearly  universal,  a  depression  is  soon  wora  in  the  surface  of  the 
paving,  destroying  its  appearance  and  life. 

On  account  of  this  wear  on  tiie  pavement,  and  from  a  desire 
to  secure  car  tracks  thai  can  be  crossed  at  any  point  <m  the  street 


172 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


without  transmittiug  a  jolt  to  the  vehicle,  has  arisen  the  demand 
for  the  full-grooved  rail.  The  full-grooved  rail  is  one  where  the 
flange  of  the  rail  is  brought  up  flush  with  the  head  and  is  the 
ideal  rail  from  the  viewpoint  of  having  the  surface  of  tiie  street 
present  an  unbroken  surface;  but  such  a  rail  can  not  be  cleaned 
by  the  passage  of  the  wheel  flange.  The  dirt  will  pack  down  in 
the  groove  until  oars  run  off  the  track.  The  compromise  is  to 
lower  the  flange  cm  the  rail  and  grade  the  incline  from  the  bottom 
of  the  groove  to  the  top  of  the  flange  on  such  an  angle  that  the  dirt 
can  be  forced  up  the  incline  and  out  over  the  edge  of  the  flange. 
If  the  flange  is  lowered  too  much  a  guiding  shoulder  for  wagon 
wheels  is  created  by  the  head  of  the  rail  and  vehicles  will  follow 
the  rail  as  much  as  they  do  the  present  tram  rail,  but  an  advantage 
is  gained  in  that  the  wheels  can  climb  the  indined  flange  and 
leave  the  track  easily  and  without  wrenching  the  running  gear. 
The  accompanying  figures  show  the  evolution  of  the  street  car 
rail  and  the  effect  of  the  design  of  the  rail  on  the  paving.  The 
figures  also  show  the  design  of  rail  adopted  in  sev^l  cities  suita- 
ble for  tibe  ecmditons  obtaining. 

TYPE  OF  RAIL.  RECOMMENDED. 

Figure  29  illustrates  the  design  of  a  rail  section  which  has 
recently  been  adopted  by  the  Bapid  Transit  Company  of  Phila- 
delphia as  its  standard  rail  for  use  on  streets  as  paved  with  as- 
phalt, brick  or  dressed  granite.  This  rail  weighs  135  pounds  per 
lineal  yard  and  as  designed  presents  some  new  and  very  valuable 
features  whidi  have  not  heretofore  appeared  in  any  of  the  designs 
for  girder  grooved  rails,  which  have  been  manufactured.  Its 
great  weight  and  strength  will  be  of  material  assistance  in  the 
production  of  a  rigid  and  unyielding  track.  The  increased 
breadth  of  tread  with  the  slight  bevel  toward  the  back  of  the  rail 
is  a  very  important  improyemMLt  for  two  reasons. 

First— It  provides  for  the  use  of  car  wheels  with  broad  treads 
which  will  present  a  greater  surface  for  frictional  resistance  to 
brake  shoes,  thus  reducing  the  wear  of  brake  shoes  and  of  the 
wheels. 

Second-— The  beveled  surface  at  the  back  of  the  tread  of  the 
rail  will  prevent  the  wheel  from  emshing  or  wearing  the  pave- 
ment where  it  comes  in  contact  with  the  rail  head.   The  web  of 

this  rail  is  brought  nearly  central  under  the  bearing  point  of  the 
head,  which  is  a  desirable  feature  where  traffic  is  very  heavy. 
The  load  is  then  transmitted  more  dired^y  to  the  base  without 


RAILS  AND  TRACKS  175 


^  much  tendency  to  cant  the  rail  out.   It  also  gives  greater  thick- 

ness of  neck  and  consequently  much  more  wear  when  used  on 

*  curveB. 

The  princip€tl  objection  which  may  be  raised  against  the  Phil- 
adelphia rail  is  in  respect  to  the  projection  of  the  head  or  tread 
of  the  rail  above  the  outer  edge  of  the  groove  flange,  which 
.  amounts  to  5-16  of  an  inch.    Although  these  flanges  are  so  de- 

0  signed  that  it  will  not  be  difficult  for  any  kind  of  vehicles  to  leave 
the  tracks,  the  projection  of  the  head  above  ttie  flange  is  suffi- 
cient to  invite  teams  to  follow  the  tracks. 

In  Philadelphia  the  Street  Kailway  Company  is  charged  with 
the  entire  cost  of  the  maintenance  of  the  paving  on  the  entire 
street  from  curb  to  curb  on  all  streets  on  which  it  has  tracks,  and 

9  as  the  tracks  are  principally  single  tracks  this  means  some  500 

miles  of  street.  It  is  reasonable  to  suppose  that  where  the  rail- 
way company  is  responsible  for  the  condition  of  the  pavement 
outside  of  its  trades  as  well  as  within  its  tracks,  the  design  of  rail 
finally  adopted  would  be  the  design  calculated,  in  operation,  to 
give  the  best  results  from  all  viewpoints.   It  certainly  was  not 

^  adopted  to  cheapen  construction  of  tracks,  as  it  is  the  heaviest 
girder  grooved  rail  ever  rolled.  It  must  have  been  considered 
to  be  the  best  rail  in  reference  to  paving  maintenance,  as  such 
maintenance  is  home  by  the  campany  and  is  by  far  the  greatest 
item  of  cost  in  connection  with  maintenance  of  way.  On  this 
basis  of  reasoning  and  from  the  fact  that  this  rail  is  the  latest 

^  rail  designed,  in  the  light  of  the  rapidly  advancing  science  of  con- 

ducting transportation  and  in  view  of  the  demands  of  municipal- 
ities for  better  maintained  pav^nent,  I  am  prompted  to  submit 
the  design  of  rail  as  shown  in  Figure  30,  which  is  similar  to  the 
Philadelphia  rail,  to  meet  the  requirements  of  Chicago  conditions, 

1^  for  use  on  streets  that  are  paved  with  asphalt,  brick  or  dressed 

granite,  when  such  pavement  is  kept  cleaned  and  well  maintained. 

It  will  be  noticed  that  the  flange  is  only  5-32  of  an  inch  below 
the  head  of  the  rail  while  the  flange  of  tiie  Philadelphia  rail  is 
5-16  of  an  inch.  This  change  is  made  to  reduce  the  invitation  to 
teams  to  follow  the  tracks  and  with  the  understanding  that  it  shall 

f  only  be  required  to  be  laid  as  new  pavement  of  asphalt,  brick  or 

dressed  granite  is  laid.  It  would  not  be  advisable  to  require  its 

•  installation  on  unpaved  or  poorly  paved  streets  and  on  streete 
paved  with  other  material  than  asphalt,  brick  or  granite. 

The  adjustment  of  the  pavement  to  the  track  rails  is  a  matter 


m  THE  CHICAGO  TRANSPORTATION  PROBLEM 


concerning  which  opinion  is  divided,  especially  in  respect  to  as- 
phalt pavement.  Some  engineers  and  others  skilled  in  such  mat- 
ters contend  that  where  the  track  is  fairly  stable  and  rails  of 
suitable  top  section  are  used,  it  is  better  to  lay  the  asphalt  surfaoe 
directly  against  the  rails,  as  shown  in  Figure  31,  while  others 
prefer  to  interpose  a  toothing  of  granite  biocks  between. 

I  am  of  the  opinion  that  the  intei^>osition  of  a  well-dressed 
ribbon  of  granite  between  tlie  rails  and  the  asphaltio  surface  of 
the  pavement  is  the  practice  to  be  preferred,  because  in  warm 
weatibier  the  st^l  rail  absorbs  more  heat  and  retains  it  lomgier  than 
granite.   The  asphaltic  mastic,  if  placed  next  to  the  rail,  is  sof 


FIGURE  ». 


ened  and  permanent  distortion  of  the  surface  of  the  pavement 
next  to  and  parallel  with  the  rail  takes  place. 

Figures  32  to  35  illustrate  the  various  sections  of  flat  rails 
which  were  in  common  use  on  street  railways  prior  to  the  intro- 
duction of  mechanical  traction. 

Figures  36  to  45  illustrate  the  later  girder  tram  and  girder 
groove  rail  sectiLons,  increasing  in  weighty  h^ht  and  form  of 
head  as  the  demands  of  heaviei  cars  and  vehicles  required  and 
as  a  better  class  of  paving  was  desired. 

Figure  46  shows  ver\^  clearly  the  objectionable  features  of  the 
center  bearing  rail  which  was  for  many  years  in  extensive  use 
in  nearly  all  large  cities.  Some  of  it  is  in  use  today  on  horse  car 
tnuto  in  New  York. 

Figure  47  is  a  partial  section  of  a  cable  railway  which  fairly 
represents  the  conditions  where  the  paving  blocks  rest  on  a  bed  of 
concrete  with  a  thin  bed  of  sand  between,  giving  a  practically 
unyielding  bed,  and  where  the  blocks  were  laid  to  project  above 
the  rail  in  accordance  with  the  old  praotioe  where  the  f ou^ation 
was  of  a  more  yielding  nature  and  the  paveoieiit  usaally  sunk 


RAILS  AND  TRACKS 


177 


\ 


J 


lb- 


FIGURB  33.  FIGURS  33. 


FIGUMB  34.  PI6UBS  35. 


FIGURG  36.  FIGURS  37.  FIGUn  m 


I 


FIGURE  ¥k 


nGusa^i. 


FIGURS  43. 


FIGURB  44. 


FIGURR  39. 


FIG0RB  43. 


FiG1liUB4S. 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


below  tHe  head  of  ilie  rail  under  the  weight  of  the  street  traffic. 
As  indicated  in  Figure  46,  where  the  concrete  base  was  used  the 

pavement  has  remained  just  where  it  was  put,  with  the  result  that 
there  is  a  deep  rut  along  each  line  of  rails,  the  bottom  of  which 
is  on  a  level  with  the  rail  head  or  tram. 


FIGURE  46. 


Figure  48  shows  a  part  of  a  cable  track  in  asphidt  pav^ent 
The  hollow  on  the  inside  of  each  track  rail  shows  where  the  wear, 

due  to  vehicular  traffic,  has  been  concentrated. 

Figure  45  shows  the  rail  used  in  New  York  City  on  newly- 
paved  streets,  in  the  underground  conduit  construction.  It  will 
be  notioed  that  the  flange  is  only  5-32  of  an  inch  below  the  head. 


FIGUR£  47. 

As  the  streets  on  which  it  is  installed  are  all  well  paved  and' jkept 
admirably  clean,  no  difficulty  is  found  in  operation. 

Figure  44  shows  the  rail  used  in  Boston  on  paved  streets. 

This  is  known  as  the  half  grooved  rail,  the  flange  being  i/s-indi 
below  the  head.  Considerable  invitation  to  vehicles  to  follow  the 
tracks  is  extended  by  this  rail. 

Figure  43  illustrates  the  rail  used  in  Brooklyn. 


RAILS  AND  TRACKS  1^9 

Figure  49  represents  a  very  excellent  type  of  street  railway 
track  construction  in  which  *  *  T ' '  rails  are  laid  on  concrete  beams. 
Bibbons  of  dressed  granite  are  laid  on  each  side  of  and  flush 
with  the  upper  surface  of  the  rails.  The  granite  blocks  next  to 


FIGURE  48. 

the  gauge  side  of  the  rails  being  dressed  to  form  a  groove  for  the 
passage  of  the  flanges  of  tl:e  car  wheels.  This  type  of  construc- 
tion has  been  developed  to  the  highest  degree  of  perfection  in 
the  cities  of  Minneapolis  and  St  Paul,  where  it  has  been  adopted 
as  the  standard  street  railway  constmction.  Where  the  granite 


FIGURS  49. 

blocks  are  of  good  quality,  well  dressed  to  uniform  dimensions 
and  ore  properly  laid  on  concrete  foundations  of  sufSdent 
•  strength,  this  type  of  track  will  give  excellent  service  under  mod- 

erately heavy  vehicular  traffic,  and  there  are  many  streets  in  Chi- 
cago where  track  construction  of  this  type  could  be  installed  with 


180 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


the  assurance  that  it  would  give  satisfactory  results  to  all 
parties  oancemed.  In  a  discussion  with  the  officers  of  the  leading 
asphaltic  pavement  company  of  this  coontiy,  on  the  subjeet 
Maintenance  of  Pavanent  in  Streets  Occupied  by  Bailway 

Tracks,"  I  was  advised  by  these  gentlemen  that  in  their  extended 
experience  in  maintaining  under  guaranty  the  pavements  in  such 


FIGintB  SOi. 

streets,  that  the  most  satisfactory  results  have  been  obtained  in 

streets  where  the  Minneapolis  type  of  construction  has  been  in- 
stalled. 

OOKGLUSIOKS  BEGABDINO  SAILS. 

Summarized,  my  conclusions  as  to  the  design  of  track  rails 

which  will  be  practicable  for  the  operation  of  cars  under  Chicago 
conditions  and  which  will  best  protect  the  pavements,  are  as  fol- 
lows: 

FIBST— For  the  use  on  streets  that  are  paved  with  asphalt^  brick 
or  dressed  granite,  and  where  such  pavem^ts  are  kept 
clean,  I  recommend  a  rail,  a  section  of  which  is  shown  in 

Figure  30,  laid  on  concrete  beam,  as  shown  in  Figure  50, 
believing  that  the  use  of  such  a  rail,  under  such 
conditions,  is  practicable  from  the  street  railway 
operating  point  of  view  and  believing  that  such  a  rail 
will  tend  to  cause  vehicle  traffic  to  distribute  itself  over 
the  whole  street  surface  (thus  preventing  abnormal 
wear  in  one  spot) ,  extending,  as  it  does,  the  least  invita- 
tion to  vehicles  to  follow  the  tracks. 

SECOND— On  unpaved  and  on  poorly  maintained  paved  streets 
and  on  streets  that  are  indifferently  cleaned,  the  present 
girder  tram  section  should  be  reteined  to  be  replaced 

only  as  it  wears  out  or  as  streets  are  improved  with  as- 
phalt, brick  or  dressed  granite  paving. 


RAILS  AND  TRACKS  181 

THIRD— By  the  adoption  of  the  foregoing  recommendations  I 
am  confident  that  the  best  interests  of  the  citizens  and 
the  municipality  will  be  served,  and  no  unnecessary 
hardship  will  be  imposed  upon  the  Street  Bailway  Com- 
panies. 

^""^  CEMENT  OB  CONOBETE  BOAD  BEDS. 

In  reference  to  the  desirability  and  cost  of  laying  cement  road- 
beds for  street  car  tracks. 

Under  the  present  operation  of  25-ton  electric  motor  cars,  and 
considering  the  nature  of  the  soil  of  Chicago,  in  order  to  obtain 
an  absolutely  unyielding  foundation  on  which  to  lay  tracks,  it 
is  necessary  to  lay  cement  concrete  road-beds.  While  the  first 
cost  of  track  construction  is  very  largely  increased  thereby  it  is 
economy  in  the  end  for  railway  companies  to  adopt  such  practice. 
The  cost  of  maintenance  is  reduced  to  the  minimum  and  the  street 
surface  retains  its  even  contour  indefinitely  thus  securing  the 
greatest  life  possible. 

A  further  advance  in  the  use  of  concrete  in  track  construc- 
tion ha&  been  made  in  dispensing  with  wooden  cross  ties  alto- 
gether and  supporting  the  rails  on  concrete  foundations,  burying 
the  rail  in  concrete  to  the  tmderside  d  the  paving  material,  the 
rails  being  kept  to  gauge  by  tie  rods  placed  in  the  track  at  fre- 
quent intervals.  The  most  approved  practice  in  the  use  of  con- 
crete foundations  is  to  lay  the  rails  on  longitudinal  beams  of 
Portland  cement  concrete,  these  beams  being  a  part  of  the  con- 
crete foundation  supporting  ihe  pavement  This  method  of  con- 
struction is  shown  in  Figures  49  and  50,  and  if  carried  out  with 
good  material  produces  a  substantial  track  which  can  be  main- 
tained under  heavy  traffic  at  a  minimum  cost  and  is  most  favor- 
able for  laying  and  maintaining  street  pavements. 

Unit  Price  Estimate  I,  Pa^e  193,is  an  estimate  of  the  cost  of  one 
mile  of  single  track  constructed  after  such  practice  and  using  ttie 
design  of  rail  recommmctod  and  riiown  in  Figure  30,  Page  174. 


• 


PART  VI.-CSHAPTBB  VI. 


UNIT  PRICE  ESTIMATES. 


Introductory. 

In  order  to  comply  with  the  conditions  of  my  commissioii 
regarding  the  valuation  of  the  present  properties  and  the  prob- 
able cost  of  the  future  properties,  analyzed  in  this  report,  it  has 
h&m  necessary  to  formulate  a  series  of  unit  price  estimates  ar- 
ranged in  such  a  manner  that  tiiey  could  be  applied  to  any  one  of 
the  various  valuation  questions  involved. 

These  unit  price  estimates  will  be  found  on  pages  185  to 
195  of  this  chapter  and  have  been  used  in  amving  at  the  values 
given  in  Chapters  VII,  VIII  and  IX  under  tlie  titles  of  ' '  Val- 
uation Estimates/'  Valuation  of  Lines  Under  Expiring 
Grante'' and  "Cdst  Estimates.'' 

In  making  valuation  estimates  I  have  found  it  advisable,  in 
order  to  enable  one  to  make  an  intelligent  analysis  of  the  valua- 
tion of  the  different  properties,  to  make  my  estimates  on  two  dif- 
ferent bases  with  the  object  in  view  of  determining  the  physical 
value  of  the  properties  as  they  exist  today,  which  I  under- 
stand is  what  is  meant  by  my  commission  *'to  make  a  valua- 
tion of  present  plants."  The  estimates  have,  therefore,  in  Chap- 
ter VII,  been  made  in  two  columns,  headed  as  follows: 

A.— The  cost  to  reproduce  the  properties  today. 

The  figures  in  this  colimm  are  based  upon  what  it  would  cost 
to  furnish  and  install  the  materials  entering  into  the  construc- 
tion of  the  properties  today,  and  in  emsidering  these  prices  it 
should  be  borne  in  mind  that  the  state  of  the  art  is  now  sndi  that 
a  large  amount  of  the  physical  part  of  the  properties,  as  they 
exist,  could  be  built  now  much  cheaper  than  was  possible  at  the 
time  they  were  built.  This  applies  especially  to  the  cable  sys- 
tems which,  at  the  time  they  were  installed,  were  largely  built 
n^ter  patented  systems,  and  from  special  designs,  and  at  a  time 
when  engineers  were  not  familiar  enough  with  the  requirements 
of  cable  railway  work  to  definitely  determine  what  should  be 
done  at  the  time  an  installation  was  made.   The  result  was  that 

182 


UNIT  PRICE  ESTIMATES 


183 


some  of  the  systems  were  built  in  a  much  more  expensive  manner  • 
than  subsequent  experience  proved  necessary.    Another  result 
was  that  some  of  the  plants  were  built  too  light  for  the  service, 
and  had  to  be  completely  torn  out  and  re-installed  at  a  largely 
increased  expense.   Such  for  example  is  the  Washington  Street 
Power  House  of  the  West  Side  System,  which  was  installed  and 
started  in  operation  and  found  to  be  so  small  that  it  could  not  op- 
erate the  cars.  A  new  plant,  adjacent  to  it,  was  constructed,  and 
the  machinery  originally  designed  completely  discarded  and  new 
and  heavier  machinery  installed.   These  conditions  also  govern, 
to  a  certain  extent,  the  introduction  of  the  electric  plants,  some  of 
which  were  built  with  belted  machinery,  in  order  to  utilize  the 
class  of  machinery  available  at  the  time,  with  the  result  that  the 
power  stations  cover  so  large  a  ground  area  that  the  cost  of  the 
buildings  and  foundations  and  transmission  apparatus,  even 
though  now  almost  obsolete,  made  the  plants  complete  cost  almost 
as  much  per  electrical  unit  as  the  more  modern  plants  now  cost. 

B.— Present  value  of  the  physical  property  for  electric  rail- 
way purposes. 

This  column  gives  the  present  values  of  the  physical  prop- 
erties for  electrical  raOwm^  purposes  so  far  as  I  am  able  to 
estimate  them.   In  deducing  this  column  it  has  been  necessary 
to  take  into  consideration  the  fact  that  the  cable  systems  com- 
plete, exclusive  of  track,  real  estate  and  buildings,  must  be  con- 
sidered as  practically  obsolete,  and  that,  Iherefoie,  the  only 
amounts  that  they  can  be  credited  with  is  what  salvage  (^an  be 
obtained  from  their  disposition.    I  liave,  however,  considered 
that  some  portions  of  the  cable  tracks,  outside  of  the  busmess 
center,  where  underground  conduit  construction  would  not  be 
required,  could  he  used  to  oi)erate  electric  cars  over,  provided 
the  tracks  were  surfaced  up  and  brought  into  good  ])hysical 
condition.   For  these  reasons  I  have  credited  the  cable  systems, 
in  each  case,  with  the  estimated  value  that  it  would  cost  to  repro- 
duce these  cable  tracks  as  new  electric  car  tracks,  taking  into  con- 
si  deration  the  weight  of  the  rail  in  each  case,  and  allowing  a 
suitable  depreciation  from  the  figure  thus  obtained,  depending 
upon   the    condition   in    which    the    track    and  paving 
have   been    maintained    by    the    respective    companies.  I 
have  endeavored  to  estimate  this   depreciation   as  fairly 
as   possible,   and  while  it  may  seem  difficult  to  under- 
stand how  it  can  have  been  so  great,  it  should  be  ac- 
cepted as  one  of  the  conditions  due  to  the  advancement  of  the  art 


184  THE  CHICAGO  TRANSPORTATION  PROBLEM 

in  street  railwaySi  and  k  iUustratiYe  of  the  conditions  whieh  must 
be  £ftoed  hj  any  oofrpofaiioii  or  municipality  which  engages  in 
tke  transportalion  basiness.  The  same  statements  are  largely 
true  regarding  a  large  part  of  the  electrical  equipment  of  some  of 
the  present  companies,  for  the  reason  that  the  electrical  art  has 
so  far  advanced,  since  some  of  the  present  properties  were  huilt, 
tliat  a  part  of  their  electri<»l  and  steam  equipment  is,  from  the 
staadpmnt  of  economical  opeiaticmy  obscdete  today.  In  consider^ 
ing  this  vatualion  column  it  must  be  understood  Hiat  it  does  not 
in  any  sense  purport  to  he  the  actual-  value,  from  a  business 
standpoint,  of  the  properties  estimated,  for  the  reason  that  ordi- 
narily from  a  business  and  financial  standpoint  the  value  of  all 
properties  having  franchise  rights  would  be  based  largely  upon 
tbfiir  earning  capadiy.  and  nol  upon  the  mere  physical  value  of 
tfc,l««ible  property. 


!  "  UNIT  PRICE  ESTIMATES  185 


UNIT  PRICE  ESTIMATE  A. 


Estimate  of  cost  to  produce  one  mile  of  single  track  cable  con- 
struction of  the  type  now  installed  in  the  North  and 
Sooth  Divisions,  and  on  the  Madiscm  Street  and  Mil- 
vraukee  Avenue  systems,  in  the  West  Division. 


5095  lineal  feet  of  straight  track  at  $10.70  per  ft  $54,516.50 

185  lineal  feet  of  curved  track  at  $35.00  per  ft   6,475.00 


5280  $60,991.50 

Includes  rails,  yokes,  joints,  tie  rods,  manhole  covers  and 
frames,  curve  wheels,  frames  and  covers,  tubing,  excavating,  con- 
creting, paving  and  labor. 

Pulley  wheels  and  supports,  170  per  mile,  at  $5  $  850.00 

^         Proportion  of  special  track  work  per  mile   5,000.00 

^         Proportion  of  cost  for  vault  construction   4,500.00 

Moving  and  reconstructing  underground  ohstructions.  7,134.00 

$78,475.50 

Engineering,  supervisicm  and  administration  10  p.  c. .  7,847.55 

Total,  including  paving  $86,323.05 


• 


• 


ISO  THE  CHICAGO  TRANSPORTATION  PROBLEM 


UNIT  PRICE  ESTIMATE  B. 


Estimate  of  cost  to  produce  one  mile  of  single  track  cable  con- 
struction of  the  type  now  installed  on  the  Blue  Island 
Ayeniie  and  Halsted  Street  system  in  the  West  Divi- 
sion. 


5095  lineal  feet  of  straight  track  at  $9.35  per  foot   $47,638.25 

185  lineal  feet  of  curved  track  at  $25  per  foot   4,625.00 


5280  $52,263.25 

Includes  rails,  yokes,  joints,  tie  rods,  manhole  covers  and 
frames,  curve  wheels,  frames  and  covers,  excavating,  concreting, 
paving  and  labor. 

Pulley  wheels  and  supports,  170  per  mile,  at  $5  $  850.00 

Proportion  of  special  track  work  per  mile   5,000.00 

Proportion  of  cost  for  vault  construction   3,726.00 

Moving  and  reconstructing  underground  obstructions.  6,000.00 

$67,839.25 

Engineering,  supervision  and  administration  10  p.  c. .  6,783.92 
Total,  including  paving  $74,623.17 


1%. 


UNPr  PRICE  ESTIMATES  .  187 


f 


UNIT  PRICE  ESTIMATE  C. 


Estimate  of  cost  to  produce  one  mile  of  single  track,  4y2-inch 
girder  rail,  on  chair  supports,  ties  on  earth  foundations. 

Steel  rails,  65  pounds  per  lineal  yard,  102.14  gross  tons, 

at  *$41  per  ton  $  4,187.74 

Ties,  2640,  at  55c  delivered  on  street   1,452.00 

Tie  rods,  700,  at  25c   175.00 

Chairs,  5280,  at  50c   2,640.00 

Spikes'  . . . . :   1^0.00 

Hauling  rails  to  street,  at  $1  per  ton   102.14 

Joints,  352  cast  welded,  at  $3   1,056.00 

Cross  bonding    10.00 

Excavation,  including  bedding  of  ties,  1549  cu.  yds., 

at  60c.    929.40 

Track  laying  and  cleaning  street,  at  25c  per  ft   1,320.00 

$12,022.28 

Special  work  at  intersections  and  cross  over,  average. .  4,000.00 

$16,022.28 

Engineering,  supervision  and  administration  10  p.  c. .  1,602.22 
Total  cost  of  track  exclusive  of  paving  $17,624.50 

♦The  price  of  $41  per  gross  ton  for  steel  rails  includes  the  cost  of  the  rails 
f.  o.  b.  cars  Chicago  at  $40  per  gross  ton,  and  $1  additional  to  cover  switching 
charges  and  other  costs  of  handling  prior  to  hauling  the  rails  to  the  work. 


I 


188  THE  CHICAGO  TRANSPORTATION  PROBLEM 


UNIT  PRICE  ESTIMATE  D. 


Estimate  of  cost  to  produce  one  mile  of  single  track,  G-inch  gir- 
der rail,  earth  f oimdatioB. 

Steel  rails,  78  poimds  per  lineal  yard,  122.57  gross  tons, 


at  $41  (see  foot  note  to  Estimate  C)  $  5,025.37 

Ties,  2640,  at  55c  delivered  on  street   1,452.00 

Tie  rods,  700,  at  25c    175.00 

^Pi^^   150.00 

Hanlmg  rails  to  street,  at  $1  per  ton   122.57 

Joints,  352,  oast  welded,  at  $3.50   1,232.00 

Cross  bonding   '  Iq  OO 

Excavation,  including  bedding  of  ties,  1158  cu.  yds., 

at  60c   694  80 

Track  laying  and  cleaning  siareet  per  foot,  at  25c. .....  1,320.00 


$10,181.74 

Special  work  at  intersections  and  cross-overs,  average.  4,000.00 


$14,181.74 

Engineering,  supervision  and  administration  10  p.  c. .  1,418.17 


Totel  cost  of  track  ezdosive  of  paving  $15,599.91 


UNIT  PRICE  ESTIMATES 


189 


UNIT  PmCE  ESTIMATE  E. 


Estimate  of  cost  to  produce  one  mile  of  smgle  trade,  7-indi  gir- 
der rail,  earth  foundatioo. 

m 

CJteel  rails,  85  pounds  per  lineal  yard,  133.57  gross  tops, 


at  $41  (see  foot  note  to  Estimate  C.)  $  5,476.37 

Ties,  2640,  at  55c  delivered  on  street   1,452.00 

Tie  rods,  700,  at  25c   175.00 

Spikes   150.00 

9-          Hauling  rails  to  street,  at  $1  per  ton   133.57 

Joints,  352,  cast  welded,  at  $3.50   1,232.00 

Cross  bonding    10.00 

Excavation,  including  bedding  ties,  1374  cu.  yds., 

at  60c   824.40 

Track  laying  and  cleaning  street  per  foot,  at  25o   1,320.00 

•   

$10,773.34 


Special  work  at  intersections  and  cross-overs,  average.  4,000.00 



$14,773.34 

Engineering,  supervision  and  administration  10  p.  c. .  1,477.33 
«.   

Total  cost  of  track  exclusive  of  paving  $16,250.67 


• 


190  THE  CHICAGO  TRANSPORTATION  PROBLEM 


UNIT  PRICE  ESTIMATE  F. 


Estimate  of  cost  to  produce  one  mile  of  single  track,  9-inch  gir- 
der rail,  earth  foundation. 

Steel  rails,  94  pounds  per  lineal  yard,  147.71  gross  tons, 


at  $41  (see  foot  note  to  Estimate  C.)  $  6,056.11 

Ties,  2640,  at  55c  delivered  on  street.   1,452.00 

Tie  rods,  700,  at  25c   175.00 

Spikes    150.00 

Hauling  rails  to  street,  at  $1   147.71 

Joints,  352,  cast  welded,  at  $5  1,760.00 

Cross  bonding    10.00 

Excavation,  including  bedding  ties,  1549  cn.  yds., 

at  60c   929.40 

Track  laying  and  cleaning  street,  at  25c  per  ft   1,320.00 


$12,000.22 

Special  work  at  intersections  and  cross-overs,  average.  4,000.00 

$16,000.22 

Engineering,  supervision  and  administration  at  10  p.  c.  1,600.02 


Total  cost  of  track  exclusive  of  paving 


$17,600.24 


UNIT  PRICE  ESTIMATES 


191 


UNIT  PRICE  ESTIMATE  G. 


Estimate  of  Cost  to  Produce  One  Mile  of  Double  Track  Overhead 
Trolley  Construction. 

100  Iron  poles,  set  in  concrete,  at  $28  $  2,800.00 

50  4-pin  iron  cross  arms,  with  pins  and  ins.,  at  $3.95.  197.50 

100  Small  Brooklyn  insulators  for  spans,  at  50c   50.00 

100  Globe  strain  insulators  for  spans,  at  22c   22.00 

90  Straight  line  hangers,  at  321/2C.   29.25 

10  Feed-in  hangers,  at  50c   5.00 

140  Soldered  9-inch  ears,  at  16c   22.40 

12  Live  cross-overs  (estimated),  at  $3   36.00 

8  Insulated  cross-overs  (estimated),  at  $6   48.00 

8  2-way  frogs  (estimated),  at  $3   24.00 

3000  Feet  5-16  mch  galv.  strand  wire  for  spans,  at  $10 

pr  M   30.00 

6  Strain  plates  (strain  layout),  at  32c   1.92 

12  Small  Brooklyn  (strain  layout),  at  50c   6.00 

12  Globe  insulators  (strain  layout),  at  22c   2.64 

1500  Feet  V^-inch  galv.  strand  wire  (strain  layout),  at 

$7.25  per  M   10.88 

20  Doable  hangers  (2  doable  carve  layoat),  at  44c.  8.80 
20  Single  hangers  (2  double  carve  layouts),  at  35c.  7.00 
1000  Feet  14-incli  strand  wire  (2  double  curve  lay- 
outs), at  $7.25  per  M   7.25 

4  Heavy  Brooklyn  (2  double  curve  layouts),  at 

70c   2.80 

10560  Feet  2-0  trolley  wire,  4246  poands,  at  ISy^c. . . .  562.59 

2  2-0  splicing  ears,  at  50c   1.00 

Labor,  placing  spans,  trolleys,  etc   225.00 

Total  cost  exclusive  of  feeder  wire  $  4,100.03 

Cost  of  feeder  wire  estimated  average  per  naile.  4,000.00 


$  8,100.03 


192  THE  CHICAGO  TRANSPORTATION  PROBLEM 


UNIT  PBICE  ESTIMATE  H. 


Estimate  of  cost  to  pave  one  mile  of  single  track,  8  feet  in  width. 

1.   Dressed  Granite,  city  specifications:   On  6-incli 

concrete  base,  4600  square  yards,  at  $4  per  yard. $18,400.00 


2.  Asplialt:    On  6-ineh  concrete  base,  4600  square 

yards,  at  $2.80  per  yard   12,880^00 

3.  Vitrified  Brick:  On  6-inch  concrete  base,  4600 

square  yards,  at  $2.75  per  yard   12,650.00 

4.  Cedar  Blocks:    On  plank  and  sand,  4600  square 

yards,  at  $1.48  per  yard   6,808.00 

5.  Kough  Granite:   On  sand  bedding,  4600  square 

yards,  at  $2.50  per  yard  11,500.00 

6.  Cobble  Stone:  Bedded  in  gravel,  4600  square 

yards,  at  $1.65  per  yard   7,590.00 

7.  Macadam :  4600  sqnare  yards,  at  75c  per  yard   3,450.00 

8.  Oak  Blocks:    On  plank  and  sand,  4600  square 

yards,  at  $1.70  per  yard   7,820.00 


UNIT  PRICE  ESTIMATES 


UNIT  PBICE  ESTIMATE  L 


Estimate  of  cost  to  produce  one  mile  of  single  track,  grooved 
girder  rail  of  design  Figure  30,  submitted  and  recom- 


mended, laid  on  ooncrete  beams,  Figure  50. 

Excavation  and  hauling,  2000  cubic  yards,  at  $1  $  2,000.00 

•Concrete  beams,  800  cubic  yards,  at  $6   4,800.00 

Steel  rails,  120  pounds  per  yard,  188.57  tons,  at  $41 

(see  foot  note  to  Estimate  C.)   7,731.37 

Hauling  rails  to  street  at  $1   188.57 

Tie  rods,  700,  at  25c   17^.00 

Cast  welded  joints,  176,  at  $5   880.00 

Cross  bonding    10.00 

Track  laying,  cleaning  street,  etc   1,501.44 

Special  track  work  per  mile  of  single  track   4,500.00 

Engineering,  supervision  and  administration,  10  per 

cent   2,178.6* 


Total  cost  of  track  exclusive  of  paving  $23,965.01 

If  paved  with  asphalt  $36,845.01 

If  paved  with  dressed  granite   42,365.01 

If  paved  with  brick  ,   36,615.01 

Cost  of  Pmrnff— 

Asphalt  on  6-inch  concrete  base   12,880.00 

Dressed  granite  on  6-inch  con.  base   18,400.00 

Vitrified  brick,  on  6-inch  con.  base.   12,650.00 


♦These  estimates  fix  the  price  of  concrete  in  place  at  six  dollars  per  cubic 
yard.  The  price  of  concrete  varies  with  the  variations  in  the  market  price  of 
cement  and  other  materials,  and  with  the  varying  conditions  under  wliioh  the  work 
must  be  executed.  The  price  of  six  dollars  per  cubic  yard  is  considered  to  be  a 
safe  average  price  for  the  purposes  of  these  estimates. 


m  THE  CHICAGO  TRANSPORTATION  PROBLEM 

• 


UNIT  PKICE  ESTIMATE  J. 


Estiiiiate  of  Cost  to  Produce  One  Mile  of  Single  Track,  Under- 
ground Electric  Ccmdnit  Type,  Grooved  Girder  Rail  of 
Design  Figure  30. 

Steel  track  rails,  120  lb.  per  yd.,  188.57  tons  at  $41 

(see  foot  note  to  Estimate  C.)  $  7,731.37 

Steel  Slot  Rails,  66  lb.  per  yd.,  103.71  tons  at  $43   4,459.53 

Conductor  bars,  21.3  lb.  per  yd.,  33.47  tons  at  $43   1,439.21 

352  cast  weld  joints  at  $5   1,760.00 

352  Slot  Rail  Splices  with  bolts   82.00 

Bolts  (tram  rail,  slot  rail,  hand  hole,  insulator,  hatch, 

washers  and  keys)   492.00 

Tie  bars,  4,200  at  25c   1,050.00 

Insulatoirs  and  clips   1,200.00 

Cast  iron  yokes,  pit  covers  and  frames,  conduit  plates, 

310  tons  at  $50   15,500.00 

Hauling  iron  work   600.00 

Special  track  work  per  mile  single  track   6,000.00 

Conductor  bonds..   500.00 

Track  laying  and  placing  iron  work,  per  mile   7,260.00 

Excavation  2,700  cu.  yds.  at  $1   2,700.00 

Concrete,  1,500  cu.  yds.,  at  $6   9,000.00 

Sewer  connections  from  manholes,  etc   2,000.00 

Removing  and  rearranging  underground  obstructions.  7,000.00 

Cable  duets  in  place   1,500.00 

Plus  for  engineering,  supervision,  administraiion,  10 

per  cent   7,027.41 

Total  estimated  cost  per  mile  of  single  track,  exclu- 
sive of  paving  $77,301.52 

Cost  of  feeder  wire,  estimated  average  per  mile   4,000.00 

$81,301.52 


UNIT  PRICE  ESTIMATES 


195 


If  paved  with  asphalt,  single  track  road  would  cost  per 


mile   $94,181.52 

If  paved  with  dressed  granite,  single  track  road  would 

cost  per  mile   99,701.52 

If  paved  with  brick,  single  trade  road  would  cost  per 

mile   93,951.52 

Cost  of  Paving — 

Asphalt  on  6-in.  concrete  base  $12,880 

Dressed  granite  on  6-in.  concrete  base  18,400 

Vitrified  brick  on  6-in.  concrete  base   12,650 


The  above  unit  price  per  mile  for  underground  conduit  work 
is  a  safe  average  figure  for  a  system  covering  the  city  at  large, 
for  in  outlying  districts  the  price  should  not  exceed  $70,000  per 
mile,  and  for  all  work  located  in  the  business  district  ttie  price 
should  be  raised  to  about  $100,000  per  mile,  both  exclusive  of 
paving,  owing  to  the  increased  amount  of  underground  obstruc- 
tions, the  extra  cost  of  labor  due  to  congestion  of  traffic,  and  the 
large  amount  of  curves  and  special  work  which  will  be  required 
within  this  terminal  district 

On  streets  now  occupied  by  cable  construction,  the  oost^  in 
either  case,  would  be  reduced  by  about  $3,000  per  mile,  derived 
from  sale  of  old  material. 


PART  VL-OHAPTEli  Vn 


VALUATION  ESTIMATES. 


VALUATION  ESTIMATE  NO.  1. 

Sttimate  of  Cost  to  Reprodace  New,  and  Pretwit  value  for  Electric  Rail- 
way piti|M>se8  of  the  Physical  Property  of  the  Chicago  City  Rail- 
way Co,   See  DismunoB  m  Estifliateay  begiiuiiiig  <»  page  188. 


TRACKS,  PAVING  AND  TROLLEY 


CONSTRUCTION. 


Estimated  Cost  to 
Reproduce  the 

Physical  part  of 
the  present  prop- 
erty at  present 
market  prices  for 
la1>or,  material 
aad  Sqnipment. 


B. 

Present  valae  of 
the  Physical 
Property  for 
fUectric  Railwaj 
Patyoses,  to  aaj 
person  or  corpor- 
ation in  position 
to  ntilize  it,  in 
place,  and  sell  for 
cash  those  parts 
which  have  be- 
c  o  m  e  obsol^e. 
This  does  not  take 
into  consider- 
ation the  value  of 
the  franchises  or 
the  earning-  ca- 
pacity o  f  the 
property. 


34.75  Miles  of  Cable,  single  track  (as  per 
Appendix  G,  at  $86,323.05  per  mile  as 

per  unit  price  Estimate  **A")  $  2,999,726.99      $  964,335.78 

185.25  Miles   of    Electric   and  Horse, 

single  track,  as  per  Appendix  "G" 
37.40  Miles  4}^    in.  rail  at  $17,624.50 

unit  price  Estimate  «C"   659,156.30  164,789.07 

111.13  Miles  7  in.  rail  at  $16,250.67  unit 

price  Estimate    1,805,936.96  1,625,348.97 

36.79  Miles  9  in.  rail  at  $17,600.94  unit 

price  Estimate  <'F"   646,280.81  581,659.78 

Orerhead  Trolley  Electrical  Constmotion 

on  183.38  miles  of  single  electric  track 

at  $8,100.03  per  mile  of  donble  track, 

including  feeder  wire  and  rail  return 

eircait  as  per  unit  price  Estimate  749,691.75  668,499.58 

196 


VALUATION  ESTIMATES  197 

VALUATION  ESTIMATE  NO.  l.-4}oalinaed. 

TRACKS,  PAVING  AND  TROLLEY 

CONSTRUCTION.— Continued.                    A.  B. 

Miles  of  single  track  paving: 

146.37   Granite   at   $11,500   unit  price 

Estimate                                        1,683,256.00  1,699,092.26 

4.31  Brick  at  $12,660  unit  price  Esti- 
mate Bj                                             54,521.50  49,069.35 

23.29  Cedar  at  $6,808  unit  price  Esti- 
mate B4                                          158,568.32  105,705.65 

11.28  Macadam  at  $3,450  unit  price  Esti- 

  mateZT/                                         38,916.00  88,916.00 

186.26  I  8,789,042.63    $  5,797,326.58 


THREE  CABLE  STATIONS. 

Capacity  of  three  Stations,  consist- 
ing of  simple,  horizontal,  non  condensing 
engines  and  return  tubular  boilers,  total- 
izing 10,818  engine  horse  power  or  5,400 
boiler  horse  power,  including  boilers, 
piping,  engines,  pumps,  heaters,  and  all 
accessories  pertaining  to  the  steam  plant 
required  for  Cable  operation,  but  ex- 
clusive of  the  winding  machinery,  building 
and  land 

At  $40  per  engine  horse  power  or  ) 

At  $80.60  per  boiler  horse  power. .  j  

Winding  machinery  ,  tension  carriages, 

pit8,8ubwayB,  sheaves,  etc.,  and  all 

accessories  thereto  at  $80  per  H. 

P.  of  engine  capacity  

Building,  stack  and  foundations  at  $18 

per  engine  hone  powir  


$489,790 


394,540 


194,724 


$70,974 

Will  cost 
as  much  to 
remove  as  it 
will  sell  for. 

197,869 


THREE  ELECTRIC  STATIONS. 

10,280  K.  W.  capacity  at  $90  per  K.  W. 
for  Boilers,  En^nes,  Generators,  pip- 
ing, pumps,  switchboards,  and  all  ac- 
cessories necessary  to  the  operation  of 
an  Electrical  power  plant,  including 
building  and  exclusive  of  land.  Simple, 
horiaontal,  non-condensing,  belted  units 
and  return  tubular  boiler  plimt. 

One  of  5,280  K.  W.  at  $95  $501,600 

One  of  5,000  K.  W.  at  $85   $425,000 

1,000  H.  P.  Storage  Battery  Plait 


$996,600 
70,866 


$838,940 
70,866 


$1,949,450J       .|$1, 072,442 


196 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


VALUATION  ESTIMATE  NO.  1  Continued. 


ROLLING  STOCK. 

775  Cable  Cars  complete  in  service. . , . 
512-22  ft.  Electric  Car  bodies,  exdn- 

sive  of  trucks,  in  service.  

60-47  ft.  Electric  Car  bodies,  includ- 
ing double  truck,  in  service  

1 3  Horse  Cars  complete  in  service . . 
444  Electric  Motor  Car  bodies,  open .  . . 
8  Mail  Cars  and  trucks  in  service. . . . 

562  Trucks  in  service  

22  Truck  frames  

332  Temporary  Trucks  

1,000  New  Stationary  fare  registers  and 

extra  parts  

«5  New  Air  Brake  Equipments. .... 
53  Work  Cars,  exclusive  of  elec-  ) 

irical  equipment  ) 

73  Show  sweepers,  snow  plows  and  | 
Salt  Cars,  exclusive  of  eleotri-  > 
cal  equipment  j 


A. 

1930,000.00 


B. 

$155,000.00 


913,086.40  530,856.40 


14,300.00 
399,600.00 

12,000.00 
127,600.00 
.  3,100.00 

16,600.00 

15,840.50 

19,110  31 
26,500.00 


1,300.00 
222,000.00 
10,000.00 
82,800.00 
2,620.00 
8,300.00 

15,340.50 

19,110.31 
21,200.00 


65,800.00  58,400.00 


$2,543,037.21  $1,126,927.21 


ELECTRIC  AND  CABLE  CAR 
EQUIPMENT. 

1,170  Motors  and  1,170  Controllers 
Equivalent  to  585  complete  2 
Motor  Electrical  Equipment  of 

cars  

15  Extra  K  Controllers  

5  Extra  Motors  

141  Extra  Armatures  

125  G.  E.  and  K-6  Controller-4  Motor 

Electric  Equipments  

1  Extra  Controller  

Grips  


$702,000.00 
1,125.00 
2,500.00 
21,150.00 

306,250.00 
200.00 
20,720.00 


$5.'^5,(  00.00 
1,125.00 
2,500.00 
21,150.00 

304,960.00 
150.00 
2,000.00 


$1,053,945.00  $916,885.00 


TOOLS,  IMPLEMENTS,  SUPPLIES 

AND  MACHINERY. 

Per  schedule,  not  previously  included. . . .  $37,907.00  $37,907.00 

Wagons  and  Vehicles   22,971.00  20,673.90 

Harness   2,415.00  2,000.00 

Office  Furniture  and  Fixtures   11,872.00  11,872.00 

$75,165.00  $72,452.90 


VALUATION  ESTIMATES  199 

VALUATION  ESTIMATE  NO.  1.— Continued. 

REAL  ESTATE,  BUILDINGS  AND 

IMPBOVEMENTS.  A.  B. 

Board  of  Review  Valuation  1902. 

Real  Estate. .    $628,059.00  $628,059.00 

Buildings   $1,560,295.00 

Less  Amount  of  Build 

325,000.00  1,235,295.00  1,235,295.00 


Bss  Amount  of  Build-  \ 
ings  included  in  fore-  > 
going  Estimates .....  ) 


898, 48 1 .  do         896, 43 1 . 00 


$1,863,354.00  $1,863,354.00 
SUMMARY. 

Tracks  %8, 789,042. 63  $5,797,326.58 

Power  Plants   1,949,450.00  1,072,442.00 

Rolling  Stock   2,543,037.21  1,126,927.21 

Car  Equipment   1,053,945.00  916,885.00 

Tools,  Implements  Supplies  and  Machin-  )  75, 165.00  72,452.90 

ery  not  heretofore  listed  j  '  * 

Board  of  Review  Valuation  of  1902. 

Real  EsUte   628,059.00  628,059.00 

Buildings  and  Improvements   1,235,295.00  1,235,295.00 

116,273,993.84  $10,849,387.69 

To  the  above  should  be  added  the  follow- 
ing Capital  Expenditures  for  new  invest- 
ments made  since  Dec.  31,  1901,  (the 
date  upon  which  the  preceding  values 
were  compiled)  and  Nov.  1st,  1902. 

Track   $132,007.00 

New  Power  Plant,  21st  )        n«  kio  nn 
and  Dearborn  Sts.  ..  \" 

Rolling  Stock   191,101.00 

Real  Estate   70,565.00 

Buildings  and  Shops   388,245.00 

$r77l  72,424.84  $11,747,818.69 

ANALYSIS  OF  DEPRECIATION. 

Cable,  Track  and  Paving  $2,035,390.21 

Cable  Steam  Plants   362,446.00 

Cable  Winding  Machinery   324,540.00 

Cable  Buildings   97,362.00 

Cable  Rolling  Stock  and  Grips   793,720.00  $3,613,458.21 

Electric  and  Horse  Track   739,589.00 

Electric  Overhead  Trolley  Equipment. . .  74,269.1 7 

Electric  and  Horse  Track  Paving   142,467.67 

Electric  Stations   92,660.00 

Electric  and  Horse  Rolling  Stock   041,110.00 

Electric  Car  Equipment   1 18,340.00 

Tools,  Implements,  Supplies  and  Machin- 
ery   2,712.10  1,811,147.94 

Total   $5,424,606.15 


200  THE  CHICAGO  TRANSPORTATION  PROBLEM 


VALUATION  ESTIMATE  NO.  2. 

Sitimale  of  Ooit  to  reproduce  New  and  Present  Value  for  Electric  Railway 
POfposesof  toe  Physieal  Property  of  the  Chicago  Union  Traction 
Company.    See  dueossion  on  Eaiimatesy  beginnii^  on  page  182. 

Present  valne  of 
the  Physical 

Property  for 
Electric  Railway 
Purposes,  to  any 
person  or  cori>or- 

TRACKS,  PAVING  AND  TROLLEY  to'SilSMTitl! 

place,aad  sell  for 
cash  those  parts 

CONSTRTTfJTTON  which   have  be- 

\/\JA:%a±x\KJyjXX.\j^  .  Estimated  Cost  to       come  obsolete. 

reproduce  the  This  does  not 
Physical  part  of  take  into  consid- 
tke  present  prop-  eratioa  the  valne 
erty  at  present      of  the  franchises, 

market  prices  for  or  the  earning 
labor,  material  capacity  of  the 
and  equipment.  property. 

47.60  Miles  of  Cable,  Single  Track  (as 

per  Appendix  H). 
11.27  Miles  at  $74,628.17,  per  unit  price 

S«^mate<«B''   $841,003.13    $  234,562.64 

86.33  Miles  at  $86,883.05,  per  unit  price 

litimat©  "A"   3,136,116.41  766,136.38 

268.83  Miles  of  Electric  and  Horse,  Single 
Traek,  (as  per  Appendix  <<H"). 
5.83  Miles,  4^  in.  Rail  at  $17,634,50, 

nnit price  Estimate  <<C"   108,750.88  85,687.70 

188.16  Miles  7  in.  Rail  at  $16,850.67,  nnit 

price  Estimate  «*E"   3,778,755.55  3,895,480.00 

80.24  Miles  9  in.  Rail  at  $17,600.84,  unit 

price  Estimate  **F''   856,888.86  880,605.98 

Overhead  Trolley  Electrical  Construction 

on  251.11  Miles  of  single  electric  track 

at  $8,100.03  per  mile  of  double  track, 

including  Feeder  Wire,  per  unit  price 

Estimate  **G"   1,016,958.77  916,262.90 

Miles  of  Single  Track  Paving. 
38.22  Miles  Granite  at  $1 1,500,  unit  price 

Estimate /^j-   439,530  417,653.60 

77.96  Miles  Cobble  at  $7,590,  unit  price 

Estimate    591,716.40  ♦591,716.40 

♦Cobble  stone  pavement,  instead  of  wearing  out,  improves  with 
use,  lience  has  not  been  depreciated.  It  is  either  worth  full  cost  to  re- 
produce or  practically  nothing,  depending  upon  whether  its  use  is  per- 
autled  or  not. 


VALUATION  ESTIMATES 


VALUATION  ESTIMATE  NO.  2. —Continued. 


201 


TRACKS,  PAVING  AND  TROLLEY 

CONSTRUCTION.— Contiuued. 
6.36  Miles  Brick  at  $12,650,  unit  price 

Estimate  Hj  

5.70  Miles  Asphalt  at  1 1 2,880,  unit  price 

Estimate  1/2  

.33  Miles  Macadam  at  $3, 450,  unit  price 

Estimate  ff  y  

184.80  Miles  Cedar  at  $6,808,  unit  price 

Estimate  If  4   849,638.40 

5.86  Miles  Oak  at  $7,820,  unit  price  Ea- 
  timate  Jff  S  


A. 

67,804.00 
73,416.00 
1,138.60 


45,885.80 


B. 

61,023.60 
66,074.40 
1,138.60 
566,485.60 
30,550.14 


858.88 

EIGHT  CABLE  STATIONS. 

Capacity  of  eight  Stations,  consisting  of 
simple,  horizontal,  non-condensing  en- 
gines and  return  tubular  boilers,  totaliz- 
ing 15,550  engine  Horse  Power,  or 
8,100  boiler  Horse  Power,  including 
boilers,  piping,  engines,  pumps,  heaters 
and  all  accessories  pertaining  to  the 
steam  plant  required  for  cable  opera- 
tion, but  eidusive  of  the  windmg 
machinery,  buildings  and  land. 

At  an  average  price  for  all  stations  of 
$40.00  per  Engine  H.  P.  or 
76.75  per  Boiler  H.  P  

Windmg  machinery,  tension  carriages,  ] 
pits,  subways,  sheave8,eto.,and  all  ac-  [ 
cessories  thereto  at  $40.80  per  H.  P.of 
engine  capacity  

Buildings,  stack  and  foundations,  at  $47 
per  Engine  Horse  Power  

Add  for  Miscellaneous  Electric  Lighting 
Plants  in  Stations  


TWO  ELECTRIC  STATIONS. 

13,150  K.  W.  Capacity,  including  Boil- 
ers, Engines,  Generators,  piping,  pumps, 
switchboards  and  all  accessories  neces- 
sary to  the  operation  of  an  Electrical 
power  plant,  including  building  and  ex- 
clusive of  land. 

1  Station  3,900  K.  W.  Capacity: 
Compound,  horizontal,  condensing,  di- 
rect connected  units  and  return  tubular 
MIer  plant  at  $180.50  per  K.  W  


$11,294,882.05  $7,382,217.64 


$688,000  $108,050 
r  WiUcostas 

$634,000  "^'^^^ 

'  moveasitwiU 

[sell  for. 


731,000 

20,000 


366,500 


$8,007,000  $467,550.00 


470,884.98  423,208.49 


202  THE  CHICAGO  TRANSPORTATION  PROBLEM 

VALlfATION  ESTIMATE  NO.  2.— Coutinued. 

TWO  ELECTRIC  STATIONS.— Con- 

tiniied.  A.  B. 

1  Station  8,250  K.  W.  Capacity: 

Compound,  horizontal,  non-condensing, 
direct  connected  units  and  water  tube 

boilerplant  at  $92.35  per  K.  W                      761,892.03  685,702.83 

$3,239,117.01  $1,576,455^32 

ROLLING  STOCK. 

611  Box  Motor  Cars  complete  with 

tracks,  at  $1,200  $  788,200.00    $  502,000.00 

472  Open  Motor  Cars  coiuplete  with 

trucks,  at  11,000   472,000.00  372,400.00 

504  Box  Trailers,  Cable  and  Electric, 

with  trucks  complete,  at  $1,000.  594,000.00  118,800.00 
699  Open  Trailers,  Cable  and  Electric, 

with  trucks  complete,  at  $800..  559,200.00  139,800.00 
299  Grip  Cars,  complete  with  trucks 

and  grips,  at  $1,200   358,800.00  29,900.00 

176  Snow  Cars,  Mail  Cars  and  Work 

Cars,  at  $700   123,200.00  110,880.00 

$2,840,400.00  $1,273,780.00 

ELECTRIC  CAR  EQUIPMENT. 

80-4  Motor    Equipments,  complete,  at 

$1,400  $  112,000.00  $  100,800.00 

491-2  Motor  Equipments,   complete,  at 

$600   294,600.00  265,140.00 

50-2  Motor  Equipments,  complete,  at 

$1,000   60,000.00  45,000.00 

$456,600.00  "$410,940.00 

TOOLS,  IMPLEMEN  i  S,  SUPPLIES 
AND  MACHINERY. 

Per  schedule,  not  preriously  included ...  $     899,404.96    $  809,464.47 

* 

REAL  ESTATE,  BUILDINGS  AND 
IMPROVEMENTS. 

Board  of  Reriew  valuation,  1902. 

Real  Estate..  $  2,161,258.00  $  2,161,258.00 

Buildings  $  2,272,673.00 

Less  amount  of  Build- 
ings included  in  fore- 
going Estimate  $       949,700.00       1,322,973.00  1,322,973.00 

.       $3,484,281.00  $8,484,281.00 


> 


VALUATION  ESTIMATES  203 

VALUATION  ESTIMATE  NO.  2  ^Continued. 

SUMMARY.  A.  B. 

Tracks  $11,294,882.05    *  7,382,217.64 

Power  Plants   3,239,117.01  1,576,455.32 

Rolling  Stock   2,840,400.00  1,273,780.00 

Car  Equipment   456,600.00  410,940.00 

Tools,   Implements,   Supplies   and  Ma- 
chinery    899,404.96  809,464.47 

Board  of  Review  valuation,  1902. 

Real  Estate   2,161,258.00  2,161,258.00 

Buildings  and  Improvements   1,322,973.00  1,322,973.00 

$22,214,635.02  $14,937,088.43 

These  figures  do  not  include  the  Van  Buren  Street  Tunnel  which  is 
owned  by  the  West  Chicago  Street  Railroad  Tunnel  Co.  It  would  cost 
about  $800,000  to  reproduce  it,  but  the  value  for  electric  railway  purposes 
is  dependent  upon  the  advisability  of  using  it  in  connection  with  a  subway 
system,  and  if  so  used  one-half  the  cost  to  repiodooe  it  ooald  probably  be 
realized. 


ANALYSIS  OF  DEPRECIATION. 

Cable,  Track  and  Paving   $2,986,420.62 

Cable,  Steam  Plants   539,950.00 

Cable,  Winding  Machinery   ....  634,000.00 

Cable,  Buildings   365,500.00 

Cable,  Rolling  Stock  and  Grips   1,223,500.00  $5,749,37.0.62 

Electric  and  Horse  Track   489,961.56 

Electric  Overhead  Trolley  Equipment. . . .  101,695.87 

Electric  and  Horse  Track  Pamng   334,586.36 

Electric  Stations   123,211.69 

Electric  and  Horse  Rolling  Stock   343, 120.00 

Electric  Car  Equipment   45,660.00 

Tools,  Implements,  Supplies  and  Machin- 
ery  89,940.49  1,528,175.97 

Total   ;  $7,277,546.59 


c 

t 


^  THE  CHICAGO  TRANSPORTATION  PROBLEM 

71* 


COMBINED  SUMMARY  OF  VALUATION  ESTIMATES 

Nos.  1  ftnd  S. 

CtMt  Plant.  Chicaifo  City  Ry.  Co.  Chicago  Union 

Traction  Co. 

Cost  to  reproduce 
per  ColoBUi  A. 

TnMsks  and  PaTing   $2,m,m.9»  t8,»77,119.64 

Steun  Plants   428,790.00  642,000.00 

Winding  Maeliinery   324,540.00  634,000.00 

Buildings    194,724.00  731,000.00 

Rolling  Stock  and  Grips   950,720.00  1,512,000.00 

14,902,429,99  $7,496,119.54 

0©pi«oiation  78^'^9{,   8,613,458.21    I^^^Jk  5,749,370.62 

 $1,288,971.78  $1,746,748.92 

Stectric  Plant.   

Slectrio  and  Horse  Track              $3,111,874.07  $4,231,785.24 

Electric  Overhead  Trolley  Equip.        742,691.75  1,016,958.77 

Sleotric  and  Horse  TrackPaying,     1,985,250.82  2,069,068.50 

Electric  Station,                                997,466.00  1,232,117.01 

Electricaud  Horse  Rolling  Stock,     1,613,037.21  1,328,400.00 

Electric  Car  Equipment                  1,033,225.00  456,600.00 

Tools,  Implements,  Supplies  and 

Machine                                       75,165.00  899,404.96 

$9,508,209.85  $11,234,284.48 

Depredation  19  ^   1,811,147.94  18  ^%  l,iHbig#*97 

Ptesmit  P^sical  Value                 $7,697,061.91  $9,706,108.51 

Land  and  Buildings                       1,863,354.00  3,484,231.00 

New  Work   898,431.00   

Total  to  produce  $17,172,424.84  $22,214,635.02 

Total  Depreciation,  31  ^,V%--     5,424,606.15  821^%  7,277,546.59 

Present  Physical  Value  $11,747,818.69  $14,937,088.48 


I 


O 


4 

> 


PART  VI.-CHAPTER  VIII. 


VALUATION  OF  LINES  UNDER  EXPIRING  GRANTS. 


Reparting  on  the  requirenieiit  ^'To  make  an  estimate  of  the 

value  of  all  lines,  the  franchises  of  which  do  not  expire  in  1903," 
the  following  is  submitted. 

To  make  such  as  estimate  involves  a  determination  as  to  what 
lines  do  expire  on  or  before  July  30th,  1903.  I  have  used  the 
report  of  the  Special  CoiuiGil  0(Hnmittee  of  date  March  28, 1898, 
for  the  data  relative  to  ordinances  and  have  prepared  a  number 
of  schedules  based  on  the  report.  That  report  claims  as  expiring 
or  terminable  in  1903  the  grants  which,  according  to  the  conten- 
tion of  the  companies,  were  extended  until  1958,  by  the  so-called 
99-year  act." 

The  schedules  are  divided  into  three  sections,  viz. :  Streets  on 
which  tracks  of  the  Chicago  City  Railway  Company  are  laid, 

streets  on  which  tracks  of  the  North  Division  system  of  the  Chi- 
cago Union  Traction  Company  are  laid,  and  streets  on  which 
tracks  of  the  West  Division  system  of  the  Chicago  Union  Trac- 
tion Company  are  laid. 

Each  of  these  sections  is  sub-divided  into  six  parts,— three, 
covering  grants  made  prior  to  Jnly  30, 1883 ;  two,  covering  grants 
made  subsequent  to  July  30,  1883,  and  one,  covering  streets  on 
which  no  record  of  grants  can  be  found. 

The  three  jparts  covering  grants  made  prior  to  July  30,  1883, 
show: 

First— Those  grants  where  time  of  duration,  specified  in  the 
grant,  causes  them  to  expire  on  or  before  July  30, 1903. 

Second.— Those  grants  having  special  provisions  relative  to 
purchases  by  the  city. 

Third.— Those  grants  in  which  no  time  of  duration  is  speci- 
fied. 

The  two  parts  covering  grants  made  subsequent  to  July  30, 
1883,  show: 


C 


206  THE  CHICAGO  TRANSPORTATION  PROBLEM 


First. —Those  grants  where  time  of  duration  specified  in  the 
grant  causes  them  to  expire  or  on  before  July  30, 1903. 

Seomd.— Those  grants  in  which  no  time  of  duration  is  speci- 
fied. 

The  estimated  cost  or  value  of  the  lines  embraced  in  each 
schedule  is  computed  separately. 

The  totals  of  any  one  of  these  schedules,  or  the  totals  of  any 
combination  of  these  schedules,  or  the  sum  of  all  of  these  sched- 
ules (as  it  may  best  answer  the  purpose  at  the  time  of  considera- 
tion), deducted  from  the  estimated  value  of  all  lines  as  shown  by 
colunms  A  of  Valuation  Estimates  (1  or  2),  or  from  columns  B, 
if  depreciation  is  taken  into  account^  answers  the  requirement 
^' To  make  an  estimate  of  the  value  of  all  lines,  the  franchises  of 
which  do  not  expire  in  1903."  All  estimates  in  this  chapter  are 
based  upon  the  Unit  Price  Estimates  used  in  columns  A  of  Valu- 
ation Estimates  1  or  2. 


VALUATIONS  UNDER  EXPIRING  GRANTS 


207 


SCHEDULE  X.  A. 

Grants  made  prior  to  July  ^o^  i88^^  on  streets  now  occupied  by 
Tracks  of  CHICAGO  CITY  RAILWAY  COMPANY,  where  time  of 
duration  causes  them  to  expire  on  or  before  July  ^o,  igo^   Listed  as 
expiring  July  30,  1903,  in  Report  of  March  28,  1898,  of  Special  Com- 
mittee  of  the  City  Council. 


STHOTT                      FROM                           TO                  "'^r^'  ^^f^i 
 Street.  Track. 

Clark  Street  Washington  Street  Polk  Street  ...    4,000  8,000 

18th  Street  Wabash  Avenue. . .  Indiana  Avenue . . .       945    1, 890 

Indiana  Avenue.  . .  18th  Street  Cottage  Grove  Ave.     1,848  3,696 

Note:    Above  prior  to  **99  Year"  Act. 

Van  Buren  Street  .  State  Street  Wabash  Avenue. . .       467  934 

Indiana  Avenue. . . 39th  Street  51st  Street   7,788  15,676 

5 1st  Street  Indiana  Avenue . . .  Grand  Boulevard . .     1,112    8, 224 

Lake  Street  Wabash  Avenue. . .  State  Street   400  800 

State  Street.  39th  Street  65th  Street  S.  T. . .   10,660  10,660 

State  Street  65th  Street  63rd  Street  S.  T. . .     6,345  5,345 

82,465  49,025 

Feet  of  Street  32,465=6.15  Miles. 

Feet  of  Cable  Track  15,905=3.00  Miles. 

Feet  of  Electric  Track. . .  33,120  =  6.28  Miles. 


Feet  of  single  track  49,025=9.28 


ESTIMATED  COST  OR  VALUE. 

3.00  Miles  Cable  Track  per  unit  price  Est.  «A" at  $86,323.05  =$258,069.15 
6.28  Miles  Electric  Track  per  unit  Val.  Est.  1, 

average  price   16,796.00=  106,478.88 

6.28  Miles  Paving  per  Val.  Est.  1,  average  price.  10,447.00=  65,607.16 
6.28  Miles  Overhead  Electric  Construction,  per 

unit  price  Est.  G  at  US,  100  per  mile  D.  T.. .  =  25,434.09 

$455,489.28 


2M  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  X.  B. 

Grani$  made  prior  to  July  ^o,  1883^  on  Streets  now  ooonpied  hf 
Tracks  of  the  CHICAGO  CITY  RAILWAY  COMPANY,  in  which  the 
provifliona  appeared,  for  25  years^  and  thereafter,  until  City  purchase 
pbiui  and  equipment^  or  for  20  years  and  until  Council  order  for 
priuate  purchase.  Listed  as  Expiring  July  30,  1903,  in  Report  of 
March  28,  1898,  of  Special  Committee  of  the  City  Council. 

Distance     Feet  of 

STRSST  mOM  TO  on  Single 

 Street  Track 

State  Street  Lake  Street  aist  Street   16,896  38,702 

S3nd  Street  State  Street  Cottage Grore  Ave.  1,385  S,770 

Cottage  Grove  Ave.22iid  Street  3l8t  Street   5,280  10, 560 

Archer  Avenue. . .  .  State  Street.  Halsted  Street. . . .  6,232  12,464 

Note:    Above  prior  to  <*99  Year"  Act. 

Halsted  Street  So.  Br.  Chi.  River.  39tb  Street   9,822  19,644 

Wabash  ATOine..  Madison  Street...,  Lake  Street  S.T...  1,300  i,800 

40,915  80,530 

Feet  of  Street  40,915=  7.75  Miles. 

Feet  Cable  Track  47,502=  9.00  Miles. 

Feet  Electric  Track  33,028=  6.26  Miles. 

Feet  Single  Traek  80,530=15.25  MUes. 


ESTIMATED  COST  OR  VALUE. 

9.00  Miles  Cable  Traek  per  unit  price  Est.  <<A"at$86,323.05=$77d,907.45 

6.25  Miles  Electric  Track  per  yalnation  Est.  No. 

1,  average  price                                         16,796.00=  104,975.00 

6.25  Miles  Paving  per  valuation  Est.  No.  1,  av- 
erage price                                                 10,447.00=  66,293.76 

6.25  Miles  Overhead  Electric  Construction,  per 

nnit  price  Est.  G  at  $8, 100.03  per  mile  D.T.               =  25,272.00 


$972,448.20  ^ 


VALUATIONS  UNDER  EXPIRING  GRANTS 


SCHEDULE  X.  0, 

Grants  made  prior  to  July  30,  iSSj,  on  Streets  now  occupied  by 
Tracks  of  CHICAGO  CITY  RAILWAY  COMPANY,  where  no  time 
of  duration  is  speajkd.  Listed  as  expiring  at  will  of  City,  in  B^ri 
of  March  28,  1898,  of  Special  Committee  of  the  City  Conncil. 


STREET 


FROM 


TO 


Distance     Feet  of 
on  Single 
Street  Track 


1 8th  Street  State  Street  Wabash  Avenue. . .  410  820 

Indiana  Avenue . . .  22nd  Street  39th  Street   10,537  21,074 

Note:   Above  prior  to  ««99  year"  Act. 

Clark  Street  Polk  Street  22nd  Street   7,025  14,050 

Wabash  Avenue. . .  Madison  Street  22nd  Street   1 0, 750  21, 500 

Madison  Street. . .  .  Wabash  Avenue . . .  State  Street   400  800 

State  Street  4l8tStreet  BlstStreet  S.  T. . .  13,166  13,166 

Wentworth  Ave. .  .6l8t  Street.  63rd  Street   1,056  2,112 

63rd  Street  Wentworth  Ave. . .  Stewart  Avenue ...  1,315  2,630 

89th  Street  Cottage  Grove  Ave.State  Street  S.  T..  5,806  5,806 

49,965  81,458 


Feet  of  Street  49,965=  9.46  Miles. 

Feet  of  Cable  Track  35,066=  6.64  Miles. 

Feet  of  Electric  Track  . .  46,392=  8.79  Miles. 

Feet  of  Single  l>aek  81,458=15.43  Miles. 


ESTIMATED  COST  OR  VALUE. 

6.64  Miles  Cable  Track  per  unit  price  Est.  <<A"  at  $86,323.05=1578,185.05 

8.79  Miles  Electric  Track  per  valuation  Est.  1  at 

average  price   16,796.00=  147,636.84 

8.79  Miles  Paving  per  valuation  Est.  1  at  aver- 
age price   10,447.00=  91,829.18 

8.79  Miles  Overhead  Electric  Construction  per 

unit  price  Est.  G  at  $8, 100.03  per  mile  of  D.T.  =  85,559.00 

$848,210.02 


il 


< 


210  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  X.  D. 

Grants  made  subsequent  to  July  jo^  t88j^  on  Streets  now  occupied 
by  tracks  of  CmCAQO  CITY  RAILWAY  OOMPANY,  where  time 

of  duration  causes  them  to  expire  on  or  before  July  jo,  iQoj,  Listed  as 
eixpiring  July  30,  1903,  in  Report  of  March  28,  18»8,  of  Special  Com- 
mittee of  the  City  Council. 


STREET  PROM  TO  ""'"r"  sS^J^ 

-  Straet.  Track. 


Archer  Avenue  .  . .  Halsted  Street  Western  Avenue  . .  13,200  26,400 

Pitney  Avenue  Archer  Avenue  . .  .3l8t  Street  I  „^  _^ 

3l8t  Street  .  Pitney  Avenue. . .  .Lake  Park  Ave..  )"  »7,600  0 

Canal  Street  Archer  Avenue  . .  .29th  Street   3,352  6,704 

29th  Street  Canal  Street  Wallace  Street  ...  875  1,750 

Wallace  Street  29th  Street  39th  Street   6, 1 1 7  1 2, 234 

Ashland  Avenue  . .  Archer  Avenue. . . .  3  9th  Street   5, 808  11,616 

35t3i  Street  Cottage  Grove  AveRhodes  A ven ue . . .  982  1,964 

21st  Street ...  State  Street.  Dearborn  Street. . .  400  800 

Dearborn  Street. . .  2l8t  Street  20th  Street   400  800  ^ 

Madison  Street  Michigan  Avenue  .Wabash  Ave.  S.  T.  400  400 

Michigan  Avenue .  .Washington  Street. Randolph  St.  S.  T.  400  400 

Randolph  Street .  .Michigan  Avenue  .Wabash  Ave.  S.T.  400  400 

46,184  91,068 

Feet  of  Street  46,134=  8.73  Miles. 

Feet  of  Cable  Track          1,200=    .23  Miles.  .  ^ 

Feet  of  Electric  Track. . .  89,868  =  17.02  Miles.  * 

. .      Feet  of  Single  Track . .  .  .91,068=17.26  MUes. 

ESTIMATED  COST  OR  VALUE. 

.23  Miles  Cable  Track  per   unit  price  Est. 

"A"  at  186,323.06=1  19,864.80 

17.02  Miles  Electric  Track  per  valuation  Est.  1 

at  average  price   16,796.00=  285,867.92 

17.02  3Iile8  Paving  per  valuation  Est.  1  at  aver- 
age price   10,447.00=  177,807.94 

17.02  Miles  Overhead  Electric  Construction  per 
unit  price  Est.  G.,  at  |;8, 100.03  per  Mile  of 

!>•  T   =    68,931.00  ^ 

$552,461.16 


a 


VALUATIONS  UKDER  EXPIRING  GRANTS 


211 


SCHEDULE  X.  E. 

Grants  made  subsequent  to  July  30^  1883^  on  Streets  now  occu- 
pied by  Tracks  of  OHIOA<K)  CITY  RAILWAY  COMPANY,  where  no 
time  of  duration  is  specified.  Listed  as  expiring  at  will  of  City,  in 
Report  of  March  28,  1898,  of  Special  Committee  of  the  City  Connoil. 

cMMmaiaMM  Distaace     Feet  of 

STRBBT  FROM  TO  cm  Siorle 

  Street  Tnck 


89th  Street  State  Street  Wentworth  A.  S.T.     1,306  1,306 

Wentworth  Ave. . .  39th  Street  63rd  Street               15,840  81,680 

SlMih  Street  Wentworth  Ave . . . Halsted  Street  S.T.     4,014  4,014 

61st Street*. ..  ..  ..State  Street... ..  ..Wentworth  Ave.. .     1,306  2,612 

47th tMHHM.  ..State  Street  HiOsted Street            6,280  10,660 

State  S^HHI. . .  68rd  Street  Vincennes  Av.  S.T.    4, 168  4, 1 68 

Vincennes  AvenucState  Street  69th  Street                  880  1,760 

60th  Street  Vincennes  Ave  Halsted  Street           4,948  9,896 

Halsted  Street  63rd  Street  69th  Street                3,828  7,666 

Ashland  Avenue.  ..39th  Street.  55th  Street               10,660  21,120 

69th  Street  Halsted  Street  Ashland  Avenue. . .    6, 280  10,660 

Wentworth  Ave. ..  63rd  Street  Vincennes  Ave           6,386  12,672 

69th  Street  Ashland  Avenue. ..  Leavitt  Street            4,680  9,860 

Vincennes  Avenue. 69th  Street  79th  Street                 7,015  14,030 

79th  Street  Vincennes  Avenue. Halsted  Street            2,680  5,360 

Ashland  Avenue    63rd  Street  69th  Street                6,950  13,900 

86,061  160,644 

Feet  of  Street   86,061  =  16.11  Miles. 

Feet  of  Electric  Track.  160,644=30.42  Miles. 

Feet  of  Single  Track.  ..160,644=30.42  Miles. 


ESTIMATED  COST  OR  VALUE. 

80.42  Miles  of  Electric  Track  per  valuation  Bst. 

1,  average  price  |16,796.00=:t610,934.32 

30.42  Miles  of  Paving  per  valuation  Bst.  1,  at 

average  price  ...10,447.05=  817,797.74 

30.42  Miles  of  Overhead  Electric  Ckmstruction 
per  unit  price  Est.  G.,  at  #8, 100.08  per  Mile 

T   =  123,201.00 

$961,933.06 


212  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  X.  F. 

No  Grants  founds  on  streets  now  occupied  by  Tracks  of  CHICAGO 
CITY  RAILWAY  COMPANY.  Listed  as  expiring  at  will  of  the  City, 
in  R^rt  of  Maroh  28,  1898,  of  Special  Committee  of  the  City  Council. 


STREET 

FROM 

TO 

Distance  Feet  of 
on  Single 
Sueet.  Track. 

Archer  Avenue  . . 

.  Western  Avenue 

. .  38th  Street  

528 

1,056 

Ashland  Avenue  . 

10,610 

..39th  Street....... 

5,980 

10,560 

Dearborn  Straet . . 

.80th  Street  

. .  Aroher  Avenoe. . . . 

800 

400 

Halsted  Stawet . . . 

.  39th  Strset  

. .  63rd  Street  

16,840 

31,680 

Root  Street  

5,696 

11,392 

.3l8t  Street  

5,280 

10,560 

.  .4l8t  Street  S.  T.  . . 

1,058 

1,058 

.. 63rd Street  S.  T... 

1,380 

1,380 

47th  Street  

.Halsted  Street.. 

.  .Ashland  Ayenoe  . . 

5,880 

10,560 

38lh  Street  

.Aroher  Ayenoe  . 

. .  Kediie  Avenue  

4,^58 

9,504 

39th  Street  

.Cottage  Grove  Ave.  State  Street  S.  T . . 

5,319 

5,319 

39  th  Street  

.  .Wentw'h  Ave  S.  T. 

1,306 

1,306 

63rd  Street  

.  Stewart  Avenue . 

.  .Ashland  Avenue  . . 

7,020 

15,840 

65,084 

121,165 

Feet  of  Street  65,084  =  12.32  Miles. 

Feet  of  Cable  Track         23,498=  4.45  Miles. 

Feet  of  Meotric  Track. .  97,667  =  18.50  Miles. 


Feet  of  Single  Track. . .  121,165=22.95  Miles. 


ESTIMATED  COST  OR  VALUE. 

4.45  Miles  Cable  Track  per  unit  priceEst.  «A"at  $86,883.05  =$384, 137. 5  7 
18.50  Miles  of  Electric  Track  per  valuation  Est.  1, 

average  price                                             16,796.00=  310,726.00 

18. 50  Miles  of  Paving  per  valuation  Est.  1,  at 

average  prioe  10,447.00=  193,869.50 

1 6.60  Miles  of  Overhead  Electric  Constmction  per 

onitimoeBst.  ««G"  at  $8, 100. 03 per  mile  D.  T.          =  74,985.00 

$963,058.07 


VALUATIONS  UNDER  EXPIRING  GRANTS  213 

SCHEDULE  XL  A. 

Granis  made  prior  to  July  jo^  i88j,  on  Streets  now  occupied  by 
Tracks  of  the  NORTH  DIVISION  SYSTEM  of  the  CHICAGO  UNION 

TRACTION  COMPANY,  where  time  of  duration  causes  them  to  expire 
on  or  before  July  30,  1903.  Listed  as  expiring  July  30,  1903,  in  Report 
of  March  28,  1898,  of  Special  Committee  of  the  City  Council. 

8TKSBT  FmOM  TO 

ClMk  Street  Randolph  Street. . .  Washington  Street. 

State  Street  Lake  Street  Center  Ch.  R  

Clark  Street  N.  Water  Street. . .  FuUerton  Avenue  . 

Division  Street  Clark  Street  Cly bourn  Ave  

Clybourn  Avenue. .  Division  Street. . . .  Racine  Avenue. . . . 
Clyboum  Avenue. .  Racine  Ayenne ....  Fnllerton  Avtfiiie . . 


Qiicago  Avenue. . . Clark  Street  Chicago  River. . . . 

Note:   Above  prior  to  "99  Year"  Act. 

Center  Street  Clark  Street  Lincoln  Avenue. .  . 

Lincoln  Avenue. .  .Center  Street  Fullerton  Avenue  . 

Division  Street. . , .  State  Street  Clark  Street  

State  Street  Michigan  Street. .  .Division Street. . . . 

Sedgwick  Street . . .  Chicago  Aveniie . . .  Division  Street . . . 
Market  Street .....  Chicago  Atenme. . .  Division  Street . . . 


Distance 
on 
Street 

Feet  of 
Single 
Track 

450 

900 

600 

1,200 

13,728 

27,456 

2,904 

5,808 

6,996 

13,998 

4,098 

8,184 

5,896 

10,598 

6,738 

13,464 

750 

1,500 

3,960 

7,920 

660 

1,340 

5,016 

10,038 

8,644 

8,644 

8,645 

8,645 

56,473  107,657 

Feet  of  Street   56,473=10.69  Miles. 

Feet  of  Cable  Track. . .  58,613r=ll.lO  Miles. 
Feet  of  Electric  Track.  49,044=  9.89  Miles. 

Feet  of  Single  Track. .  .107,657=20.39  Miles. 


BSTIMATBB  COST  OR  VALUE. 

11.10  Miles  Cable  Track  per  unit  price  Est. 

"A"  at  |86,323.05=$958,185.85 

9.89  Miles  Electric  Track  per  valuation  Est.  8, 

avmge  price                                           16,888.00=  158,844.58 

9.89  Miles  Paving  per  valoation  Est.  8,  average 

H                     price                                                              8,012.00=  74,431.48 

9.29  Miles  Overhead  Electric  Construction  per 
unit  price  Est.  «G,''  at  $8,100.03  per  Mile 

of  D.  T   37,584.00 


$1,222,445.85 


214  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  XI.  B. 

Granis  made  prior  ta  July  jOy  iSSj^  on  streets  now  occupied  by 
Tiaeks  of  the  NORTH  DIVISION  SYSTEM  of  the  CHICAGO  UNION 
TRACTION  COMPANY  in  which  the  provision  appeared,  TUl  October 
/,  mid  tkerm/ter,  if  Company  elect,  till  City  purchase  line  and 

equipment.  Listed  as  expiring  July  30,  1903,  in  Report  of  March  28, 
1898,  of  Special  Conunittee  of  the  City  Council. 

STRUT                     nOM                           TO  on""  sS^' 
 Stfeet.  Track. 

6th  Ayeniie  Randolph  Street. .  .CSiioAgo  River          1,000  2,000 

Wells  Street  Chieago  River  Clark  Str«et   10,032  20,064 

11,032  22,064 

Feet  Street  11,032  =  2.09  Miles. 

Feet  of  Cable  Track  18,708=3.64  Miles. 

Feet  of  Electric  Track . . . .  3,856  =  .  64  Miles. 

Feet  of  Single  Track  22,064 =418  Miles. 


ESTIMATED  COST  OR  VALUE. 

8.64  MilesCableTraekperiiiut]HrioeS8t.<«A,''at|8e,828.06  $806,688.60 

.64  Miles  Slectrio  Track       yaloation  Est.  2, 

at  average  price                                      16,388.00  10,488.82 

.64  Miles  Paving  per  valuation  Est.  2,  at  aver- 
age price                                                     8,012.00  6,127.68  «9 

.64  Miles  Overhead  Electric  Construction,  per 

unit  price  Est.  ««a"  at  $6,100.08  ptNrmUe  of  D.  T.  2,662.00 


$828,791.60 


• 


VALUATIONS  UNDER  EXPIRING  GRANTS 


215 


SCHEDULE  XI.  C. 

Grants  made  prior  to  July  jo,  i88j,  on  Streets  now  occupied  by 
Tracks  of  the  NORTH  DIVISION  SYSTEM  of  the  CHICAGO  UNION 
TRACTION  COMPANY,  where  no  thne  of  duration  is  specified.  Listed 
as  expiring  at  will  of  City,  in  Report  of  March  28,  1898,  of  Special 
Committee  of  the  City  Council. 


STREET 


FROM 


TO 


Distance       Feet  of 
on  Single 
Street  Track 


Clark  Street  FuUerton  Avenue  .Diversey  Avenue. .  2,904  5,808 

Graceland  Avenue. Evanston  Avenue. .Clark  Street   3,(396  7,392 

State  Street  Center  Chi.  R. .  .  .  Michigan  Street. . .  1,000  2,000 

Larrabee  Street . . .  Chicago  Avenue. . .  Lincoln  Avenue . . .  9,265  18,630 
Note:   Above  prior  to  *W  Year"  Act. 

Clark  Street  Center  Chi.  River .  Randolph  Street . . .  1, 000  2,000 

Clark  Street  Center  Chi.  River. N.  Water  Street. ..  600  1,200 

Lincoln  Avenue .  . .  Fullerton  Avenue  .  Wrightwood  Ave. .  1,982  3,964 


Feet  of  Street  20,447  =  3.87  Miles. 

Feet  of  Cable  Track   3,064=  .74  Miles. 

Feet  of  Electric  Track. . .  36,930  =  7.00  Miles. 

Feet  of  Single  Track  40,894  =  7.74  Miles. 


20,447  40,694 


ESTIMATED  COST  OR  VALUE. 

.74  Miles  Cable  Track  per  unit  price  Est.  **A, " 

at   $86,323.05=163,879.06 

7.00  Miles  Electric  Track  per  valuation  Est.  2, 

at  average  price   16,388.00=  114,716.00 

7.00  Miles  Paving  per  valuation  Est.  2,  at  aver- 

i«e  price   8,012.00=  66,084.00 

7.00  Miles  Overhead  Electric  Construction,  per 

unit  price  Est.  «*G, "  at  18,100.03  per  mile 

of  D.  T   =r  28,350.00 

$263,029.06 


216  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  XI.  D. 

Grants  made  subsequent  to  July  jo^  i88j^  on  8lareet8  now  oceapied 
Iff  Tneksof  the  I40RTH  DIVISION  SYSTEM  of  the  CHICAGO  UNION 
TEACnON  COMPANY  where  time  of  duration  causes  them  to  expire 
on  or  before  July  soy  igoj.  Listed  m  expiring  July  30,  1903,  in  Beport 
of  March  88,  1898,  of  Special  Committee  of  the  City  Council. 


STRBKT  raOM 

_  Distance 
TO  on 
Street. 

Feet  of 

Sing-le 

Track. 

Chicago  Avenue. . .  Chicago  River  . . 

.  .Millwaukee  Avenne  3,168 

6,336 

Feet  of  Street  

Feet  of  Electrie  Track 

....6,338=1.20  Miles. 

ESTIMATED  COST  OR  VALUE. 

1.20  Miles  of  Electric  Track  per  yalnation  Est.  2, 

at  mrmge  prioe  •16,888.00=119,666.60 

1.20  Miles  Paring  per  vmlaation  Est.  2,  at  aver- 
age price..                                                     8,012.00=  9,614.40 

1.20  Miles  Overhead  Electric  Construction  per 

unit  price  Est.  "G"  at  $8,100.03  per  Mile  of  D.  T.       =  4,860.00 


134,140.00 


VALUATIONS  UNDER  EXPIRING  GRANTS 


217 


SCHEDULE  XI.  E. 

Grants  made  subsequent  to  July  jo,  i88j^  on  streets  now  occupied 
by  Tracks  of  the  NORTH  DIVISION  SYSTEM  of  the  CHICAGO  UN- 
ION  TRACTION  COMPANY,  where  no  time  of  duration  is  speci/ed. 
Listed  as  expiring  at  will  of  City,  in  Report  of  March  28,  1898,  of  Special 
Committee  of  the  City  Council. 

 ^    Street.  Track. 

Lincoln  Avenue.  . .  Wrightwood  Ave.  .Belmont  Avenue  . .  5,636  11,272 

Ashland  Avenue. . .  Belmont  Avenue  . .  Graceland  Avenue.  5,328  10,656 

Evanston  Avenue. .  Diversey  Avenue . .  Graceland  Avenue .  7,576  16, 162 

Graoelai^  Avenne. Clark  Street ..... .  Ashkad  Avenue. . .  1,716  3,482 

Belmont  Avenue  . .  Lincoln  Avenue . . .  Robey  Street   2, 626  6,252 

Robey  Street  Belmont  Avenue  . .  Roscoe  Boulevard  .  1,329  2,658 

Roscoe  Boulevard  .  Robey  Street  Western  Avenue. .  .  2, 560  5, 1 20 

Sheffield  Avenue. . .  Clark  Street  Lincoln  Avenue . . .  5,606  11,212 

32,877  64,754 

Feet  of  Street  32,377=  6.13  Miles. 

Feet  of  Electric  Track. .  .64,754=12.26  Miles. 


ESTIMATED  COST  OR  VALUE. 
12.26  Miles  Electric  Track,  per  valuation  Est.  2, 

average  price  $i 6,388.00=$200,916.88 

12.26  Miles  Paving,  per  valuation  Est.  2,  average 

price                                                          8,012.00=  98,227.12 

12.26  Miles  Overhead  Electric  Construction,  per 

unit  prioe  Bet.  «*G"  per  Mile  D.  T  ,    8, 100.08=  49,658.00 

$348,797.00 


218  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  XI.  F. 

No  grants  founds  on  streets  now  ooonpied  by  tracks  of  the  NORTH 
DIVISION  SYSTEM  of  the  CHICAGO  UNION  TRACTION  COM- 
PAHYy  lilted  m  expiring  at  the  will  of  the  City,  in  the  report  of  Maroh 
28,  1808,  <tf  the  Special  Oonmiittee  of  the  City  Cooncil. 

Distance  Feet  of 

STREET                        FROM                              TO  on  Sinfirle 
 Street,  Track. 

Center  Street  Lincoln  Avenue.  .  .Racine  Avenue. ...  5,289  5,289 

Garfield  Avenue. . .  Racine  Avenue. . . .  Lincoln  Avenue ...  4, 627  4,627 

RaoineArame.... Center  Street  Webster  Avenue  . .  1,320  1,880 

Wohfler  Avenue  .  .Bacine  Avenue. . . .  lanooln  Avenue . . .  8,958  8,958 

15,194  15,194 

Feet  of  Street  15,194=8.88  Mike. 

Feet  of  Electric  Track  15, 194=8.88  Milei. 


ESTIMATED  COST  OR  VALUE. 

8.88  Miles  Electric  Track  per  valuation  Est.  2, 

average  price  %  16,388.00=$  47,197.44 

2.88  Miles  Paving  per  valuation  Est.  2,  aver- 
age price                                                      8,012.00=  23,074.56 

2.88  Miles  Overhead  Electric  Construction,  per 

unit  priee  Set.  «G,"  per  Mile  D.  T               8,100.08=  11,664.00 

'  $81,936.00 


VALUATIONS  UNDER  EXPIRING  GRANTS 


219 


SCHEDULE  XI.  Al. 

Grants  made  prior  to  July  jo,  i88j,  on  streets  now  occupied  by 
Tracks  of  the  WEST  DIVISION  SYSTEM  of  the  CHICAGO  UNION 
TRACTION  COMPANY,  where  time  of  duration  causes  them  to  expire 
on  or  before  July  jo,  /po^*  Listed  as  expiring  July  30,  1903,  in  report 
of  March  28,  1898,  of  Special  Committee  of  the  City  Council.* 

Distaace  Feet  of 

STREET                        FROM                              TO                        on  Sinirle 

Street.  Track. 

Randolph  Street. .. State  Street  Union  Park  \  ^„ 

Bryan  Place  Randolph  Street. . .  Lake  Street  j  *  *  *  *  5JV,U40 

Desplaines  Street. .  Lake  Street            Milwaukee  Avenue.    1, 188  2,376 

Milwaukee  Avenuelndiana  Street  North  Avenue          10,560  21,120 

5th  Avenue  Randolph  Street. . .  Polk  Street               4, 752  9, 504 

Polk  Street  ;  . .  Canal  Street  5th  Avenue                1, 570  3, 140 

Van  Bnren  Street. .  State  Street  Ogden  Avenue....  12,144  24,288 

12th  Street.  Wabash  Avenue.  .  .  C'jinal  Street. .  ....     3,696  7,392 

Note:- --Above  prior  to  "99  year"  Act. 

Indiana  Street.  Halsted  Street  Western  Avenue  . .  10,560  21,120 

Milwaukee  Avenue. Clinton  Street  Indiana  Street           2,376  4,752 

Clinton  Street  Randolph  Street  . .  Milwaukee  Avenue       924  1,848 

12th  Street  Ashland  Avenue  .  .Ogden  Avenue. .. .    3,960  7,920 

Randolph  Street. .  .Wabash  Avenue  ..  State  Street                  4r)0  900 

Madison  Street. .  .  .Homan  Avenue  . .  .Hamlin  Avenue.  . .       800  1,600 

Blue  Island  AvenueLeavitt  Street  Western  Avenue  ..     1,452  2,904 

Milwaukee  Avenue. Clinton  Street  ....  Lake  Street                  792  1,584 

Lake  Street  Rockwell  Street. .  .Homan  Avenue  . . .    6,336  12,672 

Lake  Street  State  Street  Union  Park  . .    9,900  19,800 

Lake  Street  Wabash  Avenue  ..  State  Street                 400  800 

Ogden  Avenue. .  .  .Western  Avenue  .  .40th  Avenue              1 1,352  22,704 

Leavitt  Street  Indiana  Street  ....  Chicago  Avenue  ..     1,S48  3,496 

Armitage  Avenue  .Washtenaw  Ave. .  .California  Avenue-.     I,:i20  2,640 

California  Avenue. North  Avenue  Armitage  Avenue  .    2,640  5,280 

Armitage  Avenue  .Milwaukee  Avenue  Washtenaw  Avenue      792  1,584 

Milwaukee  Avenue  North  Avenue  Armitage  Avenue  .    4, 22 4  8, 448 

104,356  207,918 

Feet  of  Street  104,356  =  19.76  Miles. 

Feet  of  Cable,  type  "A"  29,709=  5.62  Miles. 

Feet  of  Cable,  type  "IV*  7,826=  1.48  Miles. 
Feet  of  Electric  Track..  169,164  =  32.05  Miles. 
Feet  of  Horse  Track ...    1,219=    .23  Miles . 

Feet  of  Single  Traok. . .  .207,918=39.88  Miles. 


220  THE  CHICAGO  TRANSPORTATION  PROBLEM 

SCHEDULE  XI.  Al.-~Ck>iitiiiiied. 
ESTIMATED  COST  OR  VALUE. 
5.ea  Miles  Cable  Track  of  type  given  in  unit 


price,  Est.  <<A,"  per  valnation  Est.  2   $86,328.06=:$485,ld5.54 

1.48  MileQ  Cable  Track  of  type  given  in  unit 

price  Est.  <*B,"  per  valuation  Est.  2   74,623.1'7=:  110,442.29 

32.05  Miles  Electric  Track,  per  valuation  Est.  2, 

average  price   16,388.00=  525,236.40 

32.05  Miles  of  Paving,  per  valuation  Est.  2, 

average  price   8,012.00=  256,784.60 

32.05  Miles  Orerhead  Electric  Constraction, 

unit  price  Est.  G,  Mile  D.  T   8,100.03=  129,762.00 

.23  Miles  Horse  Track,  per  valuation  Est.  2, 

average  price   16,388.00=  3,769.24 

.23  Miles  Paving,  per  valuation  Est.  2,  aver- 
age pvioe     8,012.00=  1,842.76 

$1,612,971.83 


VALUATIONS  UNDER  EXPIRING  GRANTS  221 


SCHEDULE  XI.  Bl. 

Grants  made  -prior  to  July  jo,  i88j,  on  Streets  now  occupied  by 
Tracks  of  the  WEST  DIVISION  SYSTEM  of  the  CHICAGO  UNION 
TRACTION  COMPANY,  in  which  the  provisions  appeared, /i?r  ^5 ^^flr5, 
and  thereafter^  until  City  purchase  plant  and  equipment^  or  for  20  years 
and  untU  Council  order  for  private  furchase'  Listed  as  expiring  Jnlj 
30,  1903,  in  Report  of  March  28,  1898,  of  Special  Committee  df  the  City 
Coonoil. 

Distance   Feet  of 

8TRBBT                       FROM                             TO  on  Single 
 Street.  Track. 

Madigon  Street. . . .  State  Street. ......  Western  Ayenue  . .  15,840  31,680 

Note  :    Above  prior  to  "  99  jear  "  Act. 

Blue  Island  Avenue22nd  Street.  ....  .  .Leavitt  Street   4,488  8,976 

North  Avenue  . .  .  .Milwaukee  Avenue  California  Avenue.  5,280  10,560 

Blue  Island  AvenueRebecca  Street. . . . 22nd  Street   4,224  8,448 

Ogden  Avenue  . .  .Madison  Street. . .  .Western  Avenue. .  8,184  16,368 

Halsted  Street  Harrison  Street . .  .South  Branoh   8,712  17,424 

O'Keil  Street  Halsted  Street  Car  House   517  1,034 

Harrison  Street  .  .  .Clinton  Street  Canal  Street   528  1,056 

Canal  Street  Harrison  Street. ...  Canalport  Avenue .  5,923  11,846 

Canalport  Avenue. Canal  Street  So.  Halsted  Street.  2,446  4,892 

12th  Street  Canal  Street  Ashland  Avenue. . .  7,392  14,784 

Madison  Street. . . .  Rockwell  Street. . .  Central  Park.   5,848  1 1,696 

Western  Avenue  . . Madison  Street. . .  .Van  Buren  Street. .  1,848  8,696 

Chicago  Avenue. . .  Milwaukea  Av«nue  Leavitt  Street   2,904   5, 808 


74,134  148,268 

Feet  of  Street   74,134    14.04  Miles. 

Feet  of  Cable  Track  of 
Type  given  in  unit 

price  estimate  «<A*'  36,968     7.00  Mika. 
Feet  of  Cable  Track  of 
Type  given  in  unit 

price  estimate  "B"  35,882  6.80  Miles. 
Feet  of  Electric  Track.  75,418    14.28  Miles. 


Feet  of  Single  Track ..148,268    28.08  Miles. 


tn  THE  CHICAGO  TRANSPORTATION  PROBLEM 

SCHEDULE  XI.    Bl  ^Continued. 

ESTIMATED  COST  OR  VALUE. 

7.00  Miles  CsMe  Track  of  Type  giren  in 

unit  price  estimate  "A,"  per  Est.  2. .  ^86,323.05  $  604,261.36 
6.80  Miles  Cable  Track  of  Type  given  in 

unit  price  estimate  **B,"  per  Est.  4...     74,623.17  507,437.56 
14.28  Miles   Electric  Track,  per  valuation 

Est.  2,  avg.  price...                            16,388.00  234,020.64 

14.28  Milee   Paving  per  valaation  Est.  2, 

avg.  price                                               8,012.00  114,411.86 

14.28  Miles  Overhead  Electric  Construction, 
per  unit  price,  Est.  **G,"  at  $8,100.03 

per  Mile  of  D.  T   57,834.00 

$1,517,964.91 


VALUATIONS  UNDER  EXPIRING  GRANTS  223 


SCHEDULE  XI.  Cl. 

Grants  made  prior  to  July  jo,  i88h  ^  Streets  now  occupied  by 
Tracks  of  the  WEST  DIVISION  SYSTEM  of  the  CHICAGO  UNION 

TRACTION  COMPANY  where  no  time  of  duration  is  specified,  liated 
as  expiring  at  will  of  City,  in  report  of  March  28,  1898,  of  Special  Com- 
mittee of  the  City  Council. 


i 


STREET 

FROM 

TO 

Distaace 

on 
Street. 

Feet  of 

Siiiiri« 

Track. 

5,808 

11,616 

Desplaines  Street. 

Randolph  Street. . . 

400 

800 

Blue  Island  Ave. . . 

4,234 

8,448 

Blue  Island  Ave. . 

.  Halsted  Street . . 

. .  Rebecca  Street .... 

4,884 

9,768 

Ilalsted  Street  . . . 

Milwaukee  Ave. . . . 

2,112 

4,224 

.  Madison  Street . . 

. .  Randolph  Street. . . 

822 

1,644 

.Harrison  Street. 

. .  Madison,  D.  T. . . . 

2,640 

5,280 

.Harrison  Street. 

..ISth  Street  S.  T... 

2,640 

2,640 

Meagher  Street .  .  . 

.  Jefferson  Street. . . 

792 

1,584 

Jefferson  Street.  . 

.  Meagher  Street . . 

..12th  Street,  D.  T.. 

1,802 

3,604 

Jefferson  Street.  . 

.12th  Street  

Van  Buren  St.  S.  T . 

3,432 

3,432 

Note:— Above  prior  to  **99  year"  Act. 

Van  Bnrra  Street . 

3,696 

7,392 

Madison  Street.. . 

528 

1,056 

33,780 

61,488 

#v                          Feet  of  Street  38,780=  6.40  Miles. 

Feet  of  Cable  Track  of 

Type  given   in  unit 

price  estimate  **A"..  1,856=  .35  Miles. 
Feet  of  Cable  Track  of 

Type  given   in  unit 

*                               price  estimate  «<B"..  11,510=  2.18  Miles. 

Feet  of  Electric  Track . .  36,026  7.00  Miles. 

Feet  of  Horse  Track  11,196  2.12  Miles. 

Feet  of  Single  Track. . .  .61,488    11.65  Miles. 


224  THE  CHICAGO  TRANSPORTATION  PROBLEM 

SCHEDULE  XI.  Cl.^OoDtiniied. 

ESTIMATED  COST  OR  VALUE. 

.35  Miles  Cable  Track  of  Type  given  in  unit 

price  E«t.  ««A,"  per  Val.  Est.  2  $  86,328.06  $  30,213.07 

2.18  Miles  Cable  Track,  of  Type  given  in  unit 

price  Est.  **B,"  per  Val.  Est.  2.                  74,623.17  162,678.51 

7.00  Miles  Electric  Track,  per  valuation  Est.  2, 

average  price                                               16,388.00  114,716.00 

7.00  Miles  Faying,  per  valuation  Est.  2,  average 

priee..                                                      8,012.00  56,084.00 

7.00  Miles  Overhead  Electric  Construction,  per 

per  unit  price  Est.  G,  per  Mile  of  D.  T. . .  8,100.03  28,350.00 
2.12  Miles  Horse  Track,  per  valuation  Est.  2, 

at  average  price                                           16,388.00  84,742.56 

2.12  Miles  Paving,  per  valuation  Est.  2,  at 

average  price                                            8,019.00  16,985.44 

$443,769.58 


VALUATIONS  UNDER  EXPIRING  GRANTS  225 


SCHEDULE  XL  El. 

Grants  made  subsequent  to  July  jo^  i88j^  on  streets  now  occupied 
by  Tracks  of  the  WEST  DIVISION  SYSTEM  of  the  CHICAGO  UNION 
TRACTION  COMPANY,  where  no  time  of  duration  is  specified. 
Listed  as  expiring  at  will  of  City,  in  Report  of  March  28,  1898,  of  Special 
Committee  of  the  City  Councih 


.     STREET                      PROM                            TO  """^r' 
 :  .  .  -   Street.  Track. 

5th  Avenue  Polk  Street  12tb  Street                1,469  2,938 

Chicago  ATOine. .  .Leavitt  Street  California  Arenne.    8,168  6,336 

California  Avenue . Chicago  Avenue. .  .Division  Street          2,640  5,280 

12th  Street  Ogden  Avenue  Western  Avenue  . .       660  1 ,320 

7,937  15,874 

Feet  of  Street   7,987 = 1.60  Miles. 

Feet  of  Electric  Track. . .  16,874=8.00  Miles. 


ESTIMATED  COST  OR  VALUE. 
3.00  Miles  Electric  Track  per  valuation  Est.  2, 

at  average  price                                             $16,388  $49, 164.00 

3.00  Miles  Paving,  per  valuation  Est.  2,  at  aver- 
age price                                                            8^012  24,036.00 

3.00  Miles  Overhead  Electric  Construction,  per 

unit  price  Est.  ««G, "  $8,100.08  per  mle  of  D.  T.  24,800.00 

$97,600.00 


236  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  XI.  Fl. 
No  grants  found  on  streets  now  occupied  by  tracks  of  the  WEST 
DIVISION  SYSTEM  of  the  CHICAGO  UNION  TRACTION  COM- 
PANY.    Listed  as  expiring  at  will  of  the  City,  in  report  of  March  28, 
1898,  of  Special  Committee  of  the  City  Council. 

Dittance  Feet  of 

STUEBT  TMU  TO  ^o«i^  Singe 

Lake  Street  ...  Western  Avenue . .  Rockwell  Street. . .       628  1,066 

Madison  Street  Hamlin  Avenue.  .Crawford  Avenue.     8,696  7,392 

Western  Avenue . .  Lake  Street  Madison  Street. . . .     1>188  2>876 

6,412  10,824 

Feet  of  Street   5,412  =  1.02  Miles. 

Feet  of  CableTrack  of  Type 

given  in  unit  price  Est. 

««A"   7,392=1.40  Miles. 

Feet  of  Electric  Track.  ..  3,432=  .65  Miles. 
Feet  of  Single  Track  .10,824=2.05  Miles. 


ESTIMATED  COST  OR  VALUE.  ^ 

1.40  Miles  Cable  Track  of  Type  given  in  unit 
price  estimate  *<A,"  per  valuation  Est.  2, 

at.  I  86,323.05  $120,852.27 

.66  Miles  Electric  Track,  average  jMrioe  per  val- 

imtion  Est.  2  at                                            16,388.00  10,662.20 

.66  Miles  Paving,  average  price  per  valuation 

Est.  2  at                                                      8,013.00  .  6,207.80 

.65  Miles  Overhead  Construction  (Electric),  per 

unit  price,  Est.  *'G,"  per  Mile  of  D.  T.,  at     8,100.03  5,266.00 

1141,977.27 


1 


VALUATIONS  UNDER  EXPIRING  GRANTS 


227 


SUMMARY  OF  SCHEDULES. 
CHICAGO  CITY  RAILWAY  COMPANY. 


• 


10  "A"  6.15 

10  "B"  .......  7.75 

10   9.46 

10  "D".  ..  8.78 

10  "E**. ....... 16.11 

10  "P"  12.82 

Totols  60.52 

Total  tracks 
Constructed 

per  Appendix    ^  - 

G,  Val.  Est. 

1  ...   110.00 

Difference . .  49.48 


MOM  Mltot  MUee 

Si^T..CaMe  8.  T.  Electric  S.  T.  Total 


Cost  or  Value 


3.00 
9.00 
6.64 
.88 

•  •  •  • 

4.46 

23.32 


6.28=  9.28  $  455,489.28 

6.26=  15.25  972,448.20 

8.79=  16.43  848,810.08 

17.02:?:  17.26  568,461.16 

30.42=  30.42  961,088.06 

18.60=  22.96  968,068.07 

87  26    110.68  $4,743,699.79 


Horse  1.87 
.34.75     .   .183.38  =  220.00 


11.48       96.12  = 
Horse  1.87 


8,789^042,63 


109.48  14,046,448.84 


Percentage  ex- 

piring  per 
Committee 
Report   56.02  % 


67.10  %      47.10%  60.26  % 


63.97  % 


t 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


CmOAGO  UNION  TRACTION  COMPANY. 

NORTH  DIVISION  SYSTEM. 


SCI 


Miles  of 
Street 


Miles 
S.  T.  Cable 


Miles 
S.  T.  Electric 


Miles 
S.  T.  Total 


Cost  or  Value 
Amonnt 


11  A  10.69 

11  B   2.09 

11  C   3.87 

11  D  60 

11  £  6.13 

11  F  ^,SS 

26.26 


11.10  9.29  20.39 

3.64  .64  4.18 

.74  7.00  7.74 

  1.20  1.20 

  12.26  12.86 

..  ...  2.88  2.88 

15.38  33.27  48.66 
WEST  DIVISION  SYSTEM. 


$1,222,445.86 
323,791.60 
263,029.06 
34,140.00 
348,797.00 

 81)986.00 

$2,274,139.51 


SCHBDUItK 

Miteaof 

MUes 

Miles 

Miles 

Costor  Valoe 

8.  T.  Cable 

s.T?]n£tft 

e  S.T.  Hone 

1  S.T.  Total 

Amoaat 

11  A  1.. . 

.19.76 

7.10 

32.05 

.23 

39.38 

$1,518,»71.88 

11  B  1.. . 

.  14.04 

13.80 

14.28 

28.08 

1,517,964.91 

11  Cl... 

.  6.40 

8.63 

T.OO 

8.18 

11.86 

443,769.58 

11  El... 

.  l.ftO 

* . .  • . 

8.00 

• 

8.00 

97,600.00 

11  P  1... 

.  1.08 

1.40 

.85 

8.05 

141,977.87 

48.72 

24.83 

56.98 

2.85 

84.16 

13,714,183.59 

D 


VALUATIONS  UNDER  EXPIRING  GRANTS  229 


CHICAGO  UNION  TRACTION  COMPANY. 


NORTH  AND  WEST  DIVISIONS  COMBINED. 


SCHEDULE  ^l^^f 

Miles  S.  T. 
Cable 

Miles  S.  T. 
Electric 

Miles  S.  Miles  S.  T. 
T.Hor8e  Total 

Cost  or  Value 
▲mount 

11  A  and  A  1.  ..30.46 

18.80 

41.34 

.23  = 

59.77 

$2,735,417.68 

11  B  and  B  1. .  .16.13 

17.34 

14.92 

....  — 

32.26 

1,841,756.51 

11  C  and  C  1....10.27 

3.27 

14.00 

2.12  = 

19.39 

706,798.64 

11  D  and  D  1..  .  .60 

1.20 

....  "— 

1.20 

34,140.00 

U  fiandE  1....  7.63 

15.26 

....  — 

15.26 

446,297.00 

11  FandF  1..  .  3.90 

1.40 

3.63 

.  •  • .  — • 

4.93 

223,913.27 

68.98 

40.21 

90.25 

2.35  = 

132.81 

l|;5,988,323.10 

ToUl  Tracks 

Con  str  noted 

per  appendix  H 
and  Val.  Est. 

47.60 

251.11 

7.12  = 

305.83 

$11,294,882.05 

Difference  .  87.64 

7.39 

160.86 

4.77  = 

178.02, 

1  5,806,558.95 

Percentage  ex- 

♦ ■  • 

piring  per 
Oommitte  Re- 

port  44.04% 

84.47% 

35.94% 

33% 

43.42% 

.  63% 

tm  THE  CHICAGO  TRANSPORTATION  PROBLEM 


CHICAGO  dTY  RAILWAY  COMPANY  AND  CHICAGO  UNION 

TRACTION  COMPANY  COMBINED. 

Miles  of  ]fUesS.T.  Mi]MS.T.  Miles  S.     Miles  Cocit  or  Yalve 

9i;BeDUl4l!«          Straet  CaUe  Btoctric  T.  Hocm  S.T.  Total  Arnonat 

10  A  and  11  A  and 

11  A  1..  ..  ..  ..  36.a0  21.20  47.62  .23=69.05  |;  3»  190,906.96 

10  Band  11  B ana 

11  B  1...  28.88  26.34  21.17  ...=  47.ftl  2,814,204.71 

lOCaad  llCaod 

11  C  1                 19.73  9.91  22.79  2.12=  34.82  1,555,008.66 

lODandllDand 

11  D  1                  9.33  .23  18.22   =  18.45  586,601.16 

10  £  and  11  Band 

11  £  1  -28.74    45.68  ....=  45.68  1,398,230.06 

10  F  and  11  F  and 

11  Fl                  16.22  5.85  22.03   =  27.88  1,186,971.84 

129.50  63.53  177.51  2.35=243.39  $10,731,922.89 

Total  Tracks  Con- 
Btrueted  per 
App.  G  A  H, 
YaL  £•!.  1  and 

2...  266.62  82.35  434.49  9.99=525.83  120,083,924.68 

Blliemioe.  ..137.12  18.82  256.98  6.64=282.44  9,352,001.79 

Peroeiitage  «zpir- 
ing  per  Com- 

mitlae  Report.  48.57  %  77.14  %  40.85  %  26.14  %  =46.29  %  58.48  % 


PAKT  VI.-CHAPTEK  IX. 


COST  ESTIMATES. 


COST  ESTIMATE  NO.  1. 

Estimate  of  Cost  to  Produce  the  Property  Necessary  for  the 
Operation  of  a  System  of  Surface  and  Subway  Trans- 
partation  as  Outlined  in  Part  V  of  this  Report,  but  not 
Indudiiig  Cost  of  Subways. 

TRACKS,  PAVING  AND  ELECTRIC  IRANSMIMION. 

745.81  miles  of  single  track  located  on  streets  as 

given  in  Appendix  J,  consisting  of : 
354.84  miles  of  single  track  paved  with  dressed 

granite  per  Unit  Price  Estimate  I,  at  $42,- 

365.01   $15,032,800.15 

354.84  miles  of  single  track  paved  with  vitrified 
brick,  per  Unit  Price   Estimate  I,  at 

$36,615.01   12,992,470.15 

15.06  miles  of  single  track  in  subways  not  paved 

as  per  Unite  Price  Est.  I,  at  $23,965.01 .  .  360,913.05 
21.07  miles  of  single  track,  underground  conduit 
type,  paved  with  asphalt,  as  per  Unit 
Price  Estimate  J,  at  $94,181.52  « . .  1,984,404.62 


745.81  miles  of  single  track  $30,370,587.97 

Overhead  trolley  electrical  construction  on  724.74 
miles  of  single  track  at  $8,100.03  per  mile  of 
double  track,  including  feeder  wire,  per  Unit 
Price  Estimate  G.   2,935,207.87 


231 


$33,305,795.84 


232  THE  CHICAGO  TRANSPORTATION  PROBLEM 


COST  ESTIMATE  NO.  1.— CJontmued. 

POWEB  PBODUCnON. 

0 

Power  plant  and  sub-stations,  including  buildings  ♦ 

and  machinery  for  the  operation  of  2,000 

cars  at  50  k.  w.  per  car : 
Power  house,  100,000  k.  w.  at  $110;  sub-stations 

200,000  k.  w.,  with  batteries  $50;  without 

batteries,  $30;  average,  $40  $19,000,000.00 

BOULINQ  STOCK  AND  OTHER  EQUIPMENT. 

2,000  double-track  cara  equipped  at  $6,000  per  car.  12,000,000.00 
Other  rolling  stock,  snow  plows  and  sweepers,  250 

units,  at  $4,000.00   1,000,000.00 

Other  equipment,  wagons,  tools,  etc.   169,204.16  ^ 

BEAL  ESTATE. 

Power  house  site,  centrally  located.   750,000.00 

Suh-station  sites,  15  at  $5,000.00   75,000.00 

Car  shop  site   100,000.00 

Car  bam  sites,  20  at  $20,000.00   400,000.00 

For  centrally  located  offices   300,000.00  * 

BtJILnmGS  OTHER  THAN  POWEB  HOUSE  AND  SUB-STATIONS. 

Car  shops  and  machinery   300,000.00 

Car  bams,  20  at  $100,000.00   2,000,000.00 

Office  building,  furniture  and  fixtures   400,000.00 

$69,800,000.00 


COST  ESTIBIATES 


COST  ESTIMATE  NO.  2. 

Estimate  of  Cost  to  Produce  Proposed  Subway  System  No.  1, 
as  Shown  on  Map  11,  Sectional  Views  of  Which  are 
Shown  by  Plates  1  to  8  Inclusive,  and  as  Described  in 
Part  VI.  of  this  Report 

*  • 

DOUBLE-TBAOK  SUBWAY  IN  OPEN  CUTMNO. 

Distances— 

In  80-ft.  streets,  17,120  lineal  feet 

80-ft  2,125  stations. 

"  66-ft  1,280 


Total  double-track 

open  cut          20,525  lineal  feet 


SIKOLE  TEACK  SUBWAY  IK  OPEN  CUTTINa. 

Subway  proper  ;  13,980  lineal  feet 

Stations,  single  track    1,375  lineal  feet 

Special  stations,  single  track   625  lineal  feet 


Total  single  track  open  cut  15,980  lineal  feet 

TUNNEL.  APPROACHES  TO  RIVEB  TUNNELS. 


Single  Track- 
Van  Buren  Street  tunnel  

Washington  Street  tunnel  

Total  single  track  approach 
Double  Track— 
Van  Buren  Street  tunnel  


1,100  feet 
1,150  feet 

2,250  feet 
.  .300  feet 


Total  double  track  approach 


300  feet 


234  THE  CHICAGO  TRANSPORTATION  PROBLEM 


COST  ESTIMATE  NO.  2.— Continued. 
KBW  TUNNELS. 

Double  track  tunnel  proper  1,950  feet  Clark  Street. 

Double  track  tunnel  proper  1,360  feet  Dearborn  Street 


Total  double  track  tunnel. . . .  .3,310  feet 

Single  Track  tunnel  approach   400  feet  dark  Street 

Single  Track  tunnel  approach  1,350  feet  Dearborn  Street. 


Total  single  track  tunnel..  1,750  feet 

Double  track  open  approach. . .  600  feet  in  Clark  St,  N.  Side. 
Doable  track  open  approadh. .    600  feet  in  Dearborn  St,  N.  Side. 

Total  double  track  tunnel 
approach   1,200  feet 

EXISTING  TUNNEIiS  AFTER  CHANGES  HAVE  BEEN  MADE  TO  ADAPT  THEM 

TO  THE  PROPOSED  SUBWAY  SYSTEM. 

Van  Buren  Street  1,100  feet 

Wariiington  Street  1,085  feet 

La  SaUe  Street   .2,250  feet 


Total  4,435  feet 

SUMMABY. 

Double  track  subway,  open  cut  20,525  feet 

Single  track  subway,  open  cut  15,980 

Single  track  tunnel  approaches  to  present  river  tun- 
nels   2,250 

Double  track  tunnel  approaches  to  present  river  tun- 
nels  300 


it 


it 


NEW  TUNNELS  UNDER  RIVER. 


Clark  and  Dearborn  Streets  tunnel  proper  3,310 

Single  track  tunnel  approach  —  1,750 

Donbte  track  open  approach   1,200 

Remodeled  existing  tunnels   4,435 


Total  lineal  feet  of  subway  and  tunnels  49,750 

This  total  is  equal  to  9.42  miles  of  subways  and  tunnels,  of 
whidi  5.64  miles  is  double  track  structure  and  3.78  miles  is  single 
track,  providing  for  15.06  miles  of  single  track  railway. 


COST  ESTIMATES 


COST  ESTIMATE  NO.  2.— Continued. 

ESTIMATED  COST  OF  SUBWAYS  AND  TUNNELS. 

PLAN  KUMBEB  1. 

Excavation  $1,900,000.00 

Timbering    1,200,000.00 

Concrete    3,720,000.00 

Water-proofing   226,000.00 

^        Structural  steel    772,380.00 

Rearranging  water  and  gas  pipes   615,000.00 

Rearranging  sewers   200,000.00 

New  trunk  line  sewer,  low  level   100,000.00 

Rearranging  pneumatic  and  electrical  underground 

work   450,000.00 

#       Sidewalks,  pavii^,  gratings,  manhole  covers,  etc   500,000.00 

Stations     550,000.00 

Temporary  maintenance  of  traffic,  care  of  abutting 

buildings,  etc   1,200,000.00 

$11,433,380.00 

Plus  for  engineering,  supervision  and  administra- 
tion ,   1,143,338.00 

Total  for  subways  .$12,576,718.00 

Two  new  tunnels  at  Clark  and  Dearborn  Streets. . .  1,600,000.00 
Lowerii^  edsting  tonneb   1,500,000.00 

Total  $15,676,718.00 

Say   n6,000,000.00 


♦These  figures  do  not  include  damages  that  might  be  shown  to  property 
abutting  subway  approaches,  but  as  the  figures  are  liberal  they  might  possibly 
cover  any  such  damages.  The  amount  of  these  damages  is  a  question  for  real  es- 
tate experts,  and  can  only  be  determined  after  exact  locations  for  subway  ap- 
proaches are  fixed. 


236  THE  CHICAGO  TRANSPORTATION  PROBLEM 


COST  ESTIMATE  NO.  3. 

Eetimate  of  Cost  to  Produce  Subway  System  No.  2,  as  Shown  on 
Map  No.  5,  Sectional  Views  of  Which  are  Shown  by- 
Plates  1  to  9  Inclusive,  as  Described  in  Part  VI.  Pases 
148  to  153  of  this  Report  *  ^ 


High  Level— 

Double  tracked  subway,  open  cat   .20,625  lineal  feet 

single  track,  open  cat   15  960    '  *  " 

Single  track  tonnel  approaches  to  present  river 

*™nels   2,250  ^« 

Double  track  tunnel  approaches  to  present  river 

tunnels  ^    ^qq  <<  a 

Low  Level — 

Double  track  tunnel.   g  gQQ    a  a 

Single  track  tunnel  12400  " 

New  tunnels  und^  river,  Clark,  Dearborn 

and  Adams  Streets    4,965 

Single  track  tunnel  approach    1,750 

Double  track,  open  approach    1,200  " 

Kemodeling  existing  tunnels   4^435  « 


70,605  lin^  feet 

Estimated  Cost  of  Higb  and  Low  Levd  Subway  System, 
Plan  No.  S—— 

^cavation    ,  ^  2,533,333 

^^^^   1,600,000 

™^   •   4,960,000 

Water-proofing    30^  333 

Structural  steel    1,029,840 

Kearranging  water  and  gas  pipes   615  qoq 

Rearranging  sewers   200^000 

New  trunk  line  sewer    100  000 

Bearranging  pneumatie  and  electrical  underground 

^^^^   450,000 


COST  ESTIMATES  237 

COST  ESTIMATE  NO.  3.— Continued. 

Sidewalks,  paving,  gratings,  manhole  covers,  etc   500,000 

Stations    733,333 

Temporary  maintenance  of  traffic,  care  of  abutting 

buildings,  etc   1,333,333 

$14,356,172 

Plus  for  engineering,  supervision  and  administration.  1,435,617 

Total  for  subways  $15,701,789 

Three  new  tunnels  at  Clark,  D^urbom,  Adams  Streets  2,400,000 
Lowering  existing  tunnels   1,500,000 

Total  ;  $19,691,789 

Say  *20,000,000 

*See  footnote  on  pag«  235. 


APPENDIX  A. 


Present  Boates,  Length  of  Bound  Trip»  Time  and  Maximum  Number  of 

Can  Operated. 


CHICAGO  UNION  TRACTION  COMPANY. 


MUes 


MADISON  STREET  CABLE. 

Fnmi  Madison  and  Fortieth  street  loop  house; 
east  on  Madison  street  to  Jefforson  street; 
north  on  Jefferson  to  Washington  street;  east 
throufl^  Washington  street  tunnel  to  Filth 
avenue;  south  on  Fifth  avenue  to  Madison 
street;  east  on  Madison  street  to  State  street; 
north  on  State  street  to  Washington  street; 
returning  west  on  Washington  street  throm^ 
Washington  street  tunnel  to  Jefferson  street; 
south  on  Jefferson  street  to  Madison  street; 
and  west  on  Madison  street  to  loop  house. 


Trip. 


Time 
Round 
Trip, 
Mts. 


of  Can 


10.35 


75 


45  grip 
90traU 


MILWAUKEE  AVENUE  CABLR 

From  Milwauke  and  Armitage  avenue  station; 
south  on  Milwaukee  avenue  to  Desplaines 
street;  south  on  Desplaines  to  Washington 
street;  east  on  Washington  street  through 
Washington  street  tunnel  to  Fifth  avenue; 
south  on  Fifth  avenue  to  Madison  street;  east 
on  Madison  to  State  street;  north  on  State  to 
Washington  street;  returning  west  on  Wash- 
ington street  through  Washington  street  tunnel 
to  Desplaines  street;  north  on  Desplaines 
street  to  Milwaukee  avenue ;  north  on  Milwau- 
kee avenue  to  Armitage  avenue.  28  grip 

8.94       74  56traU 

241 


242 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


o 


Miles 
Round 
Trip. 

BLUE  ISLAND  AVENUE  CABLE. 

From  Blue  Island  avenue  station  northeast  on 
Blue  Island  avenue  to  Halsted  street ;  north  on 
Halsted  to  Van  Buren  street;  east  on  Van 
Buren  to  Qinton  street;  north  on  Clinton, 
turning  east  through  Van  Buren  street  tunnel 
to  Franklin  and  Van  Buren  streets;  east  on 
Van  Buren  street  to  Dearborn  street;  north  on 
Dearborn  to  Adams  street;  west  on  Adams  to 
Franklin  street;  south  on  Franklin  to  Van 
Buren  street  tunnel ;  west  through  tunnel  to 
Qinton  and  Van  Buren  streets;  west  on  Van 
Buren  to  Halsted  street ;  south  on  Halsted  to 
Blue  Island  avenue,  and  southwest  on  Blue 
Island  avenue  to  Leavitt  street.  8.15 

HALSTED  STREET  CABLE. 

From  Halsted  street  station,  north  on  Halsted 
street  to  Van  Buren  street;  east  on  Van  Buren 
to  Clinton  street;  east  through  Van  Buren 
street  tunnel  to  Franklin  and  Van  Buren 
streets ;  east  on  Van  Buren  to  Dearborn  street ; 
north  on  Dearborn  to  Adams  street ;  west  on 
Adams  to  Franklin  street ;  west  through  Van 
Buren  street  tunnel,  and  return  same  route.  5.83 

CLARK  LIMITS  CABLE. 

From  Limits  station,  south  on  Clark  street  to 
Illinois  street ;  west  on  Illinois  to  La  Salle 
street;  south  on  La  Salle  street  through  La 
Salle  street  tunnel  to  Monroe  street ;  east  on 
Monroe  street  to  Dearborn  street ;  north  on 
Dearborn  to  Randolph  street ;  west  on  Ran- 
dolph to  La  Salle  street ;  north  on  La  Salle 
street  through  tunnel  to  Illinois  street;  east  on 
Illinois  street  to  Clark  street,  and  north  on 
Gark  street  to  Limits  station.  ^^^g 

WELLS  LIMITS  CABLE. 

From  Limits  station,  south  on  Clark  street  to 
Wells  street ;  south  on  Wells  street  to  Illinois 
street;  east  on  Illinois  street  to  La  Salle  street; 
south  on  La  Salle  through  La  Salle  Street 
Tunnel  to  Monroe  street;  east  on  Monroe 
street  to  Dearborn  street;  north  on  Dearborn 
to  Randolph  street;  west  on  Randolph  to  La 
Salle  street;  north  on  La  Salle  street  through 
tunnel  to  Illinois  street;  west  on  Illinois  street 
to  Wells  street;  north  on  Wells  to  Clark  street 
and  north  on  Qark  street  to  Limits  station.  7,71 


Time 
Round 
Trip, 
Mil 


Mazimnm 
Number 
of  Cars 
Operated. 


6 


68 


14  grip 
28  trail 


58 


13  grip 
26  trail 


62 


21  grip 
42  trail 


o 


63 


8  grip 

16  trail 


APPENDIX 


243 


CLARK  LINCOLN  CABLE. 

From  Lincoln  avenue  station ;  south  on  Lincoln 
avenue  to  Center  .street;  east  on  Center  to 
Qark  street;  south  on  Clark  street  to  Illinois 
street ;  west  on  Illinois  street  tQ  La  Salle  street ; 
south  on  La  Salle  street  through  La  Salle 
street  tunnel  to  Monroe  street ;  east  on  Monroe 
street  to  Dearborn  street,  north  on  Dearborn 
to  Randolph  street;  west  on  Randolph  street 
to  La  Salle  street ;  north  on  La  Salle  street 
through  tunnel  to  Illinois  street;  east  on  Illi- 
nois to  Oark  street;  north  on  Qark  to  Center 
street;  west  on  Center  to  Lincoln  avenue; 
north  on  Lincoln  avenue  to  station. 

WELLS  LINCOLN  CABLE. 

From  Lincoln  avenue  station;  south  on  Lin- 
coln avenue  to  Center  street;  east  on  Center 
to  Clark  street;  south  on  Clark  street  to  Wells 
street;  south  on  Wells  street  to  Illinois  street; 
east  on  Illinois  street  to  La  Salle  street;  south 
on  La  Salle  through  La  Salle  street  tunnel  to 
Monroe  street;  east  on  Monroe  street  to 
Dearborn  street;  north  on  Dearborn  street  to 
Randolph  street ;  west  on  Randolph  to  La  Salle 
street ;  north  on  La  Salle  street  through  tunnel 
to  Illinois  street;  west  on  Illinois  to  Wdls 
street ;  north  on  Wells  street  to  Clark  street; 
north  on  Qark  to  Center  street ;  west  on  Cen- 
ter street  to  Lincoln  avenue  and  north  on  Lin- 
a>ln  avenue  to  station. 

CLYBOURN  AVENUE  CABLE. 

From  Clybourn  avenue  station ;  south  on  Cly- 
bourn  avenue  to  Division  street;  east  on  Divi- 
sion street  to  Wells  street;  south  on  Wells 
street  to  Illinois  street;  east  on  Illinois  street 
to  La  Salle  street;  south  on  La  Salle  through 
tunnel  to  Monroe  street;  east  on  Monroe  to 
Dearborn  street;  north  on  Dearborn  to  Ran- 
dolph street;  west  on  Randolph  to  La  Salle 
street;  north  on  La  Salle  street  through  tun- 
nel to  Illinois  street;  west  on  Illinois  to  Wells 
street;  north  on  Wells  street  to  Division  street; 
west  on  Division  to  Qyboum  avenue,  north- 
west on  Clyboum  avenue  to  station. 


Miles 

Round 
Trip. 


Time 
Round 

Trip, 
Minutes. 


Maziflu 
Nastier 

of  Cars 
Operated. 


a24 


6S 


22  gr^> 
44  trail 


8.17  63 


8  grip 
16  trail 


II  grip 
22  trail 


170  grip 
340  trail 


<1 


* 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Miles 
Ronnd 
Trip. 

MILWAUKEE  AVENUE  EXTENSION. 

From  Milwaukee  avenue  station,  east  of  Ar- 
mitage  avenue,  to  Milwaukee  avenue;  north- 
west on  Milwaukee  avenue  to  Belmont  ave- 
nue, and  return  southeast  on  Milwaukee  ave- 
nue to  Armitage.  470 

ARMITAGE  AVENUE  LINE. 

From  Milwaukee  avenue  station,  west  on  Ar- 
mitage avoiue  to  44th  street,  returning  same  , 
route.  4*76 

DESPLAINES  AND  CLINTON. 

From  Vforih  avenue  and  46th  street,  east  on 
North  avenue  to  Holt  street,  south  on  Holt 
to  Bladchawk  street;  east  on  Bladchawk  to 
Noble  street;  south  on  Noble  street  to  Mil- 
waukee avenue;  south  on  Milwaukee  to  Des- 
^nes  street;  south  on  I>es|»laines  to  Har- 
rison street;  east  on  Harrison  to  QinUm 
street;  north  on  Clinton  to  Milwaukee  avenue; 
north  on  Milwaukee  avenue  to  Noble  street; 
north  on  Noble  to  Blackhawk  street;  west  on 
Blackhawk  to  Holt  street;  north  on  Holt  street 
to  North  avenue,  and  west  on  North  avenue  to 
46th  street. 

18TH  AND  a6TH  STREETS. 

From  jist  street  and  41st  avenue,  east  on  jist 
street  to  40th  avenue,  north  on  40th  avenue  to 
96th  street;  east  on  j6th  street  to  Blue  Island 
avenue;  northeast  on  Blue  Island  avenue  to 
Leavitt  street;  north  on  Leavitt  to  i8th  street; 
east  on  i8th  street  to  State  street,  returning  g.56 
same  route. 

CANAL  AND  21ST  STREETS. 

From  2ist  street  and  Douglas  boulevard,  east 
on  2ist  street  to  Halsted  street;  north  on  Hal- 
ited  to  Canalport  avenue;  east  on  Canalport 
avenue  to  Canal  street;  north  on  Canal  street 
to  Harriscm  street;  east  <»i  Harrison  to  Qin- 
tim  street;  north  on  Qinton  to  Madison  street; 
east  on  Madison  to  FHkh  avenue;  north  on 
Fifth  avenue  to  Kinzie  street,  and  return  same 
route. 

HALSTED,  O'NEIL  TO  VAN  BUREN. 

From  Halsted  and  O'NeH  streets,  north  on 
Halsted  street  to  Van  Buren  street  retnmmg 
fame  route  3.70 


Time 
Ronnd 

Trip, 
Minutes. 


Mazimnni 

Number 
of  Cars 
Operated. 


30 


4  motors 


30 


8  motors 


14.24  100 


8  motors 


1^ 


94 


14  motors 
5  trail 


.4 


iiJSi     IQ3      16  motors 


2  mcltors 


C) 


APPENDIX 


245 


OGDEN  AVENUE  LINE. 

From  station,  northeast  on  Ogden  avenue  to 
Randolph  street;  east  on  Randolph  street  to 
Clinton  street;  north  on  Qinton  to  Lake 
street;  east  on  Lake  to  Dearborn  street;  south 
on  Dearborn  to  Randolph  street ;  east  on  Ran- 
I  dolph  to  State  street ;  nbrth  on  State  to  Lake 

'  street,  returning  west  on  Lake  street  to  Qin- 

ton street;  south  on  Clinton  street  to  Randolph 
sU'eet;  west  on  Randolph  to  Ogden  avenue; 
southwest  on  Ogden  avenue. 

OGDEN  TO  MADISON. 

From  station,  northeast  on  Ogden  avenue  to 
Madison  street,  returning  same  route. 

TWELFTH  STREET  LINE. 

From  I2th  street  and  40th  avenue,  east  on 
I2th  street  to  Fifth  avenue,  north  on  Fifth 
avenue  to  Van  Buren  street;  east  on  Van 
Buren  to  State  street,  returning  same  route. 

I2TH,  40TH  TO  WABASH. 

From  i2th  street  and  40th  avenue,  east  on 
1 2th  street  to  Wabash  avenue,  returning  same 
route. 

FOURTEENTH  STREET  LINE. 

From'  Robey  and  Fourteenth  streets,  east  on 
14th  street  to  Canal  street;  north  on  Canal 
to  i2th  street,  east  on  12th  to  Wabash  avenue, 
returning  same  route. 

VAN  BUREN  STREET  LINE. 

From  Kedzie  avenue  and  Van  Buren  street, 
east  on  Van  Buren  to  State  street,  returning 
same  route. 

HARRISON  STREET  VIA  CLINTON. 

From  Kedzie  avenue  and  Harrison  strea,  east 
on  Harrison  street  to  Qinton  street;  north  on 
Clinton  to  Adams  street;  east  on  Adams  to 
State  street,  returning  same  route. 

HARRISON  STREET  VIA  CENTER. 

From  Kedzie  avenue  and  Harrison  street,  east 
on  Center  avenue;  north  on  Center  avenue  to 
Adams  street;  east  on  Adams  to  State  street; 
returning  same  route. 


Time 

Miles  Rowid 
Round  Trip, 
Trip.  Mtaates. 


WUmim 

Nnmbtf 
of  Cars 


iiJBS  go 


7.42 


48 


29  motors 
23  trail 


cars  m- 

cluded 

above 


1 1. 41 


82 


52  motors 


1021 


70 


cars  m- 

duded 

above 


5.66 


44 


4  motors 


8.00      63      32  motors 


8^69      70      14  motors 


&67      70      14  motori 


246 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Time 

MUes  Round 
Round  Trip, 
Trip.  Minutes. 


Maximum 
Number 
of  Cars 

Operated. 


2J63  15 


J66 


9^1 


KEDZIE  AVENUE  LINE. 

From  Kedzie  avenue  and  12th  street,  north  on 
Kedzie  avenue  to  Chicago  avenue;  east  on 
Chicago  avenue  to  California  avenue;  north 
on  California  avenue  to  Belmont  avenue;  re- 
turning same  route.  il.O$ 

COLORADO  AVENUE  LINE 

From  Hamlin  and  Colorado  avenues,  northeast 
on  Colorado  avenue  to  Madison  street  arfd 
California  avenue,  and  return  same  route. 

ADAMS  TO  MICHIGAN  LINE 

From  Stete  and  Adams  streets,  east  on  Adams 
street  to  Michigan  avenue;  north  on  Mtchigan 
to  Washington  street,  return  same  route. 

NORTH  WESTERN  AVENUE  LINE 

From  Elston  and  Western  avenues,  south  on 
Western  avemie  to  Fottrtecnth  street,  return- 
ing  same  route. 

SOUTH  WESTERN  AVENUE  LINE. 

From  Fourteenth  street  and  Western  avenue, 
south  on  Western  avenue  to  26th  street,  re- 
mrnsng  same  rcrate. 

GRAND  AVENUE  TO  40TH  STREET  LINE 

From  North  avenue  and  40th  street,  south  on 
40th  street  to  Grand  avenue;  east  on  Grand 
avenue  to  Halsted  street;  south  on  Halsted  to 
Lake  street;  east  on  Lake  to  Dearborn  street; 
south  on  Dearborn  to  Randolph  street;  east 
on  Randolph  to  State  street;  north  on  State 
to  Lake  street ;  west  on  Lake  to  Halsted  street ; 
north  on  Halsted  to  Grand  avenue,  and  west 
on  Grand  avenue  to  40th  street,  and  north  on 
40th  street  to  North  avenue. 

GRAND  AVENUE  AND  INDIANA  TO  STATE. 

From  Western  avenue  and  Grand  avenue,  east 
on  Grand  avenue  to  State  street ;  south  on 
State  to  Kinzie  street ;  west  on  Kinzie  to  Dear- 
bom  street;  south  on  Dearborn  to  Lake  street; 
east  on  Lake  to  State  street;  south  on  State 
street  to  Randolph  street;  west  on  Randolph 
to  Dearborn  street,  returning  same  route.  7-33 


2.61 


13.21 


75      15  motors 


2  motors 


10 


I  horse 


75 


16  motors 
16  trail 


20 


2  motors 


8S 


13  motors 
9  trail 


64 


4  motors 


APPENDIX 


247 


&44 


Miles 

Round 
Trip. 

ROBEY  STREET  LINE. 

From  FuUerton  avenue  and  Robey  street,  south 
on  Robey  to  Fourteenth  street,  returning  same 
route. 

TAYLOR  STREET  LINE. 

From  Western  avenue  and  Taylor  street,  east 
on  Taylor  to  Canal  street;  north  on  Canal 
to  Harrison  street;  west  on  Harrison  to  Qin- 
ton  street ;  north  on  Qinton  to  Madison  street ; 
east  on  Madison  to  Fifth  avenue;  north  on 
Fifth  avenue  to  Kinzie  street,  returning  same 
route. 

LAKE  STREET  LINE. 

From  48th  and  Lake  streets,  east  on  Lake  to 
Dearborn  street,  south  on  Dearborn  to  Ran- 
dolph street ;  east  on  Randolph  to  State  street ; 
north  on  State  to  Lake  street,  returning  west 
on  Lake  to  48th  street.  12.40 

DIVISION  STREET  LINE. 

From  Division  street  and  California  avenue, 
east  on  Division  street  to  Milwaukee  avenue; 
south  on  Milwaukee  avenue  to  Desplaines 
street ;  south  on  Desplaines  to  Lake  street ; 
east  on  Lake  to  Dearborn  street;  soutli  on 
Dearborn  street  to  Randolph  street ;  east  on 
Randolph  to  State  street ;  north  on  State  to 
Lake  street;  returning  west  on  Lake  street  to 

!  Desplaines  street ;  north  on  Desplaines  to  Mil- 

waukee avenue ;  north  on  Milwaukee  to  Divi- 
sion street ;  west  on  Division  street  to  Cali- 
fornia avenue. 

CHICAGO  AVENUE  LINE. 

From  Chicago  avenue  and  40th  street,  east  on 
Chicago  avenue  to  Milwaukee  avenue;  south 
on  Milwaukee  avenue  to  Lake  street;  east  on 

f  Lake  street  to  Dearborn  street;  south  on  Dear- 

born to  Rand<^ph  street;  east  on  Randolph  to 
State  street;  north  on  State  to  Lake  street; 
west  on  Lake  street,  returning  same  route.  10.93 

ASHLAND  VIA  PAULINA  LINE 

From  Wood  street  and  Oybourn  place,  east 
on  Clybourn  place  to  Ashland  avenue;  south 
on  Ashland  avenue  to  Lake  street;  west  on 
Lake  street  to  Paulina  street;  south  on  Paulina 
street  to  Twelfth  street ;  east  on  Twelfth  street 


Time 
Ronnd 

Trip, 
Minutes. 


Muinittm 
Number 

of  Cars 
Operated. 


70      14  niotors 


75 


16  motors 


94 


9  niotors 


8.64  75 


15  motors 
15  trail 


80 


22  niotors 


248 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


ASHLAND  VIA  PAULINA  LINE.— Continued. 

to  AsMand  avenue^  south  on  Ashknd  avenue 
to  22nd  street,  returning  same  route. 

SANGAMON  STREET  AND  CENTER  AVENUE. 
From  Erie  street  and  Ashland  avenue,  east  cm 
Erie  street  to  Center  avenue;  south  on  Center 
avenue  to  Austin  avenue;  cast  cm  Austin  ave- 
nue to  Sangamon  street;  south  on  Sangamon 
street  to  Adams  street;  west  on  Adams  to 
Center  avenue;  south  on  Center  avenue  to  21st 
street,  returning  same  route. 

UNCOLN  AVENUE  TO  GRACELAND. 

From  Lincoln  avoiue  station,  north  on  Lincohi 
avenue  to  Graceland  avenue,  returning  same 
nmte. 

LARRABEE  STREET  LINE. 

From  Beldm  avenue  and  Racine  avenue,  south 
<m  Racine  avenue  to  Webster  avenue;  east  on 
Webster  avenue  to  Larrabee  street;  south  on 
Larrabee  to  Chicago  avenue;  east  6n  Chics^ 
avenue  to  Orleans  street;  south  on  Orleans  to 
Kinzie  street;  east  on  Kinzie  to  Gark  street; 
south  00  Qark  to  Washington  street,  return- 
ing north  on  Qark  street  to  Kinzie  street; 
west  on  Kinzie  to  Orleans  street ;  north  on  Or- 
leans to  Chicago  avenue;  west  on  Chicago  ave- 
nue to  Larrabee  street;  north  on  Larrabee  to 
Lincoln  avenue;  northwest  on  Lincoln  ave- 
nue to  Fullerton  avenue;  west  on  Fullerton 
to  Racine  avenue;  south  on  Racine  to  Bdden 
avenue. 

SEDGWICK  STREET  LINE. 

From  Racine  avenue  and  Center  street,  east  on 
Center  street  to  Sedgwick  street;  south  on 
Sedgwick  to  Division  street;  west  on  IMvision 
street  to  Sedgwick  street;  south  on  Sec^idt 
to  Chicago  avenue;  east  on  Chicago  avenue  to 
Orleans  street;  south  on  Orleans  to  Kinzie 
street;  east  on  Kinzie  to  Clark  street;  south 
on  Clark  to  Washington  street,  returning  north 
on  Clark  street  to  Kinzie  street;  west  on  Kin- 
zie to  Orleans  street;  north  on  Orleans  to 
Division  street;  west  on  Division  to  Sedgwick 
street;  north  on  Sedgwick  to  Lincoln  avenue; 
northwest  on  Lincoln  avenue  to  Garfield  ave- 
nue; west  on  Garfield  to  Racine  avenue;  south 
OB  Racine  avenue  to  Center  street 


Miles 
Round 
Trip 


Time 
Round 
Tri 
Mia«i 


Mazimnm 
Nnmber 
of  Cars 


18  motors 
18  traU 


7JB7  58 


II  motors 
II  trail 


4.60  JO 


5  motors 


&40      66      13  motors 


0 


7.79 


la  motors 


9 


i.  1 


APPENDIX 


Zi9 


Miles 

Round 
Trip. 


Time 
Round 

Trip, 
Minutes. 


MaximuM 
Number 

of  Cars 
Op  rat 


CHICAGO  AVENUE  LINE. 

From  Chicago  avenue  and  Clark  street,  west 
on  Chicago  avenue  to  California  avenue;  north 
on  California  avenue  to  Division  street,  and  re- 
turn same  route. 

FULLERTON  AVENUE  LINE. 

From  Fullerton  avenue  and'Halsted  street,  west 
on  Fullerton  to  Milwaukee  avenue,  and  return 
same  route. 

DIVISION  STREET  LINE. 

From  Clybourn  avenue  and  Division  street, 
west  on  Division  to  California  avenue,  return- 
ing same  route. 

NORTH  AVENUE  LINE. 

From  North  avenue  and  Clark  street,  west  on 
North  avenue  to  46th  street,  returning  same 
route. 

STATE  STREET  LINE. 

From  Clark  and  Division  streets,  east  on  Divi- 
sion to  State  street ;  south  on  State  to  Kinzie 
Street;  west  on  Kinzie  to  Dearborn  street; 
south  on  Dearborn  to  Lake  street ;  east  on 
Lake  to  State  street ;  south  on  State  to  Ran- 
dolph street ;  west  on  Randolph  to  Dearborn 
street,  returning  same  route. 

DEARBORN  STREET  LINE 

From  Northwestern  Depot  at  Kinzie  and  Wdls 
streets;  east  on  Kinzie  to  Dearborn  street; 
south  on  Dearborn  to  Polk  street;  returning 
same  route. 

CLYBOURN  TO  BELMONT. 

From  Clybourn  avenue  and  Cooper  street, 
northwest  on  Clybourn  avenue  to  Belmont  ave- 
nue, returning  same  route. 

CLARK  TO  DEVON  AVENUE  LINE. 

From  Limits  station  north  on  Clark  street  to 
Devon  avenue,  returning  same  route. 

EVANSTON  AVENUE  LINE. 

From  Limits  station  north  on  Clark  street  to 
Evanston  avenue;  north  on  Evanston  avenue  to 
Halsted  street;  north  on  Halsted  street  to 
Graceland,  returning  same  route. 


7.80  57 


12  motors 


5.26 


4  motors 


5.8s 


30 


6  motors 


11.24 


72 


31  motors 


3.J0  30 


II  motors 


3.04 


42 


6  motors 


2.91 


20 


2  motors 


iao6  60 


II  moldrs 


3.68  27 


4  motors 


250  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Time  Maximnm 
Miles      Ronnd  Number 
Ronnd      Trip,  of  Cars 

Tripw     Miaatas.  Optnted. 

HALSTED  AND  21ST  STREET  LINE. 

From  Halsted  and  Clark  streets,  south  on  Hal* 

sted  to  2ist  street,  returning  same  route.  13.53  36  motors 

ASHLAND  AVENUE  LINE 

From  Lincoln  and  Wrightwood  avenues,  north 
on  Lincoln  avenue  to  Ashland  avenue;  north 
on  Ashland  to  Graceland  avenue,  returning 

same  route.  4."       27        4  motors 

BELMONT  AND  ROSCOE  LINE. 

From  Lincoln  and  Wrightwood  avenues,  north 
on  Lincoln  avenue  to  Belmont  avenue;  west 
on  Belmont  avenue  to  Robey  street;  north  on 
Robey  street  to  Roscoe  boulevard;  west  on 
Roscoe  boulevard  to  Western  avenue,  return- 
ing same  route.  4-59       30        6  motors 

SHEFFIELD  AVENUE  LINE 

From  Lincoln  and  Wrightwood  avenues,  north 
on  Sheffield  avenue  to  Dark  street,  returning 

same  route.  2.03       I4        «  motors 

Total  maximum  number  of  cars  operated  

The  above  total  is  made  up  as  follows: 

Cable  grip  cars  

CaUe  trail  cars  34© 

Electric  motor  cars  5o8 

Electric  trail  cars   97 

Horse  car   •   ^ 

1116 

MILWAUKEE  AVENUE  NIGHT  CAR. 

From  station  at  Armitage  and  Campbell  ave- 
nues west  on  Armitage  avenue  to  California 
avenue;  south  on  California  avenue  to  North 
avenue;  east  on  North  avenue  to  Robey  street; 
south  on  Robey  street  to  Divisi<m  street;  east 
on  Division  street  to  Milwaukee  avenue;  south 
on  Milwaukee  avenue  to  Lake  street;  east  on 
Lake  street  to  Dearborn  street ;  south  on  Dear- 
bom  tQ  Randolph  street;  east  on  Randolph  to 
State  street;  north  on  State  to  Lake  street, 
and  return  same  route.  10.97  80 

BLUE  ISLAND  AVENUE  NIGHT  CAR. 

From  Blue  Island  and  Western  avenues,  north- 
east to  Leavitt  street;  north  on  Leavitt  to  21st 
street;  east  on  21st  to  Center  avenue;  north 


APPENDIX 


Time 

Miles  Round 
Roond  Trip, 
Trip.  MiaateB. 

BLUE  ISLAND  AVENUE  NIGHT  CAR— Continued. 

on  Center  avenue  to  Adams  street;  cast  on 
Adams  to  Fifth  avenue;  north  on  Fifth  avenue 
to  Lake  street ;  east  on  Lake  to  Dearborn 
street;  south  on  Dearborn  to  Randolph  street; 
east  on  Randolph  to  State  street;  north  on 
State  to  Lake  street;  returning  west  on  Lake 
street  to  Fifth  avenue';  south  on  Fifth  avenue 
to  Adams  street;  west  on  Adams  street  to 
Center  avenue;  south  on  Center  to  21st  street; 
west  on  2ist  to  Leavitt  street;  south  on  Leavitt 
to  Blue  Island  avenue;  southwest  on  Blue  Isl- 
and avenue  to  Western  avenue.  80 

HALSTED  STREET  NIGHT  CAR. 

From  Halsted  street  station,  north  on  Halsted 
to  Randolph  street;  east  on  Randolph  street 
to  Fifth  avenue;  north  on  Fifth  avenue  to 
Lake  street;  east  on  Lake  to  Dearborn  street; 

i  south  on  Dearborn  street  to  Randolph  street; 

J  east  on  Randolph  to  State  street;  north  on 

State  to  Lake  street,  returning  west  on  Lake 
street  to  Fifth  avenue;  south  on  Fifth  avenue 
to  Randolph;  west  on  Randolph  to  Halsted 
street  and  south  on  Halsted  street  to  station.     7-05  60 

OGDEN  AVENUE  NIGHT  CAR. 

•  From  station,  northeast  on  Ogden  avenue  to 
Randolph  street;  east  on  Randolph  street  to 
Clinton  street ;  north  on  Clinton  to  Lake  street ; 
east  on  Lake  to  Dearborn  street;  south  on 
Dearborn  to  Randolph  street;  east  on  Ran- 
dolph to  State  street;  north  on  State  to  Lake 
street,  returning  west  on  Lake  street  to  Qtn- 
ton  street;  south  on  Ointon  street  to  Ran- 
dolph street;  west  on  Randolph  to  Ogden  ave- 
nue; southwest  on  Ogden  avenue  to  40th  ave- 
nue. 11^  72 
TWELFTH  STREET  NIGHT  CAR. 

From  I2th  street  and  40th  avenue,  east  on 
I2th  street  to  Fifth  avenue;  north  on  Fifth 
avenue  to  Lake  street ;  east  on  Lake  to  Dear- 
born street ;  south  on  Dearborn  to  Randolph 
street;  east  on  Randolph  to  State  street,  re- 
turning west  on  Lake  street  to  Fifth  avenue; 
||^,        south  on  Fifth  avenue  to  12th  street,  and  west 

on  X2th  street  to  40th  avenue.  12.79  S4 


252  THE  CHICAGO  TRANSPORTATION  PROBLBM 


Tim« 
Miles  Round 
Konnd  Trip, 
Trip.  MiavitM. 

VAN  BUREN  STREET  NIGHT  CAR- 

From  Kedzie  avenue  and  Van  Buren  street, 

east  on  Van  Buren  street  to  Fifth  avenue; 

north  on  Fifth  avenue  to  Lake  street  ;  east  on  , 

Lake  to  Dearborn  street;  south  on  Dearborn 

to  Randolph  street;  east  on  Randolph  to  State 

street;  north  on  State  to  Lake,  returning  west 

on  Lake  street  to  Fifth  avenue;  south  on  Fifth 

avenue  to  Van  Buren  street,  and  west  on  Van 

Buren  to  Kedzie  avenue.  9>40  7^ 

ROBEY  STREET  NIGHT  CAR. 

From  Fullerton  avenue  and  Robey  street,  south 
on  Robey  street  to  Fourteenth  street,  returning 
same  route. 

GRAND  AVENUE  NIGHT  CAR. 


&52  60 


From  40th  street  and  North  avenue,  sooth  on  ^ 
40tli  to  Giand  avenue;  cast  on  Grand  avenue 
to  Halsted  street;  south  on  Halsted  to  Lake 
street;  east  on  Lake  to  Dearborn  street;  sooth 
on  Dearborn  to  Randolph  street;  east  on  Ran- 
dolph to  State  street ;  north  on  State  street  to 
Lake  street,  retnming  west  on  Lake  street  to 
Halsted  street;  north  on  Halsted  to  Grand  ave* 
ttoe  and  west  on  Grand  avenue  to  40th,  and 
nortii  on  40th  to  North  avenoe.  90 

MADISON  STREET  NIGHT  CAR. 

From  40th  and  Madison  streets,  east  on  Madi- 
son to  State  street,  retomins  same  route. 

DIVISION  STREET  NIGHT  CAR. 

From  Califomia  avenue  and  Division  street, 
east  on  Division  street  to  Milwaukee  avenue; 
south  on  Milwaukee  avenue  to  Lake  street; 
east  on  Lake  street  to  Dearborn  street;  sooth 
on  Dearborn  street  to  Randolph  street;  east 
on  Randolph  to  State  street;  north  on  State  to 
Lake  street;  west  <m  Lake  street,  returning 
same  route.  8.64  70 

CHICAGO  AVENUE  NIGHT  CAR. 

From  California  avenue  and  Armitage,  south 
on  Califomia  avenue  to  Chicago  avenue;  east 
on  Chicago  avenue  to  Clark  street,  returning 

Qu87  6ii 


t 


APPENDIX 


Time 

Miles  Round 
Round  Trip, 
Trip.  Miavtok 

PAULINA  NIGHT  CAR. 

From  Wood  street  and  Qyboum  place,  east  on 
Oyboum  place  to  Ashland  avenue;  south  on 
Ashland  avenue  to  Lake  street;  west  on  Lake 
street  to  Paulina  street;  south  on  Paulina 
street  to  Twelfth  street ;  east  on  Twelfth  street 
to  Ashland  avenue;  south  on  Ashland  avenue 
to  22nd  street,  returning  same  route.  9.66  80 

LIMITS  NIGHT  CAR. 

From  limits  station,  sou^  on  dark  street  to 
Washington  street,  returning  same  route.  7.16  80 

LINCOLN  AVENUE  NIGHT  CAR. 

From  Lincoln  avenue  station,  south  on  Lin- 
coln avenue  to  Center  street;  east  on  Center 
to  Clark  street;  south  on  Clark  to  Washington 
street,  returning  same  route.  7^  9o 

CLYBOURN  AVENUE  NIGHT  CAR. 

From  Clybourn  and  Belmont  avenues,  south  on 
Clybourn  avenue  to  Halsted  street ;  south  on 
Halsted  to  Division  street ;  east  on  Division  to 
Crosby  street ;  south  on  Crosby  street  to  Lar- 
rabee  street ;  south  on  Larrabee  to  Chicago 
avenue;  east  on  Chicago  avenue  to  Orleans 
street ;  south  on  Orleans  to  Kinzie  street ;  east 
on  Kinzie  to  Clark  street;  south  on  Clark  to 
Washington,  returning  north  on  Clark  street 
to  Kinzie  street;  west  on  Kinzie  to  Orleans 
street;  north  on  Orleans  to  Chicago  avenue; 
west  on  Chicago  avenue  to  Larrabee  street; 
north  on  Larrabee  to  Crosby  street;  north  on 
Crosby  to  Division  street;  west  on  Division 
to  Halsted  street;  north  on  Halsted  to  Oy- 
boum avenue;  northwest  on  Clybourn  to  Bd- 
mont  avenue.  ia84  70 

LARRABEE  STREET  NIGHT  CAR. 

From  Belden  avenue  and  Racine  avenue,  south 
on  Racine  avenue  to  Webster  avenue;  cast  on 
Webster  avenue  to  Larrabee  street;  south  on 
Larrabee  street  to  Chicago  avenue;  east  on 
Chicago  avenue  to  Orleans  street;  south  on 
Orleans  to  Kinzie  street;  east  on  Kinzie  to 
Clark  street;  south  on  Clark  to  Washington 
street,  returning  north  on  Clark  street  to  Kin- 
zie street;  west  on  Kinzie  street  to  Orleans 


254  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Time 

Miles  Round 
Round  Trip. 
THn.  Miawtes. 

LARRABEE  STREET  NIGHT  CAR— Continued. 

street;  north  on  Orleans  to  Chicago  avenue; 
west  on  Chicago  avenue  to  Larrabee  street; 
north  on  Larrabee  to  Lincoln  avenue;  north- 
west on  Lincc^n  avoiue  to  Fullerton  avenue; 
west  on  Fullerton  to  Racine  avenue;  south  on 
Radne  to  Belden  avenue.  8L40  68 

NORTH  AVENUE  NIGHT  CAR. 

From  North  avenue  and  Clark  street,  west  on 
north  avenue  to  California  avenue,  returning 
same  route.  d66  56 

CLARK  TO  LAWRENCE  NIGHT  CAR. 

From  Limits  station,  north  on  Clark  street  to 

Lawrence  avenue,  returning  same  route.  6.01  40 

EVANSTON  AVENUE  NIGHT  CAR. 

/ 

From  Limits  station,  north  on  Clark  to  Evans- 
ton  avenue ;  north  on  Evanston  avenue  to  Hal- 
sted  street ;  north  on  Halsted  to  Evanston  ave- 
nue; north  on  Evanston  avenue  to  Devon  ave- 
nue ;  west  on  Devon  avenue  to  Clark  street ; 
north  on  Clark  street  to  Calvary,  returning 
same  route.  14.84  50 

HALSTED  AND  21ST  STREET  NIGHT  CAR. 

From  Halsted  and  Clark  streets,  south  on  Hal- 
sted to  2ist  street,  returning  same  route.  13.53  100 


APPENDIX 


255 


APPENDIX  B. 


Pretent  Routes,  Length  of  Round  Trip,  Time  and  Maximum  Number  of 

Cars  Operated. 


CHICAGO  CITY  RAILWAY  COMPANY. 


FROM 


TO 


VIA 


Miles  Time  Maxim«m 
Roaad  Ronnd  Number 
Trip-   Trip      of  Cars 
Mnts.  Operated 


RjUidolii^  *  Wabash  39th  A  Cotta^  Grove  Loop,  Wabash,  22nd,  Cottag* 
•*      56th  ft  Iiake  Avenite . .  Loop,  Wabash,  iind.  Cottage 


M 


M 


nst  St  Cottage  Grove  Loop,  Wabash,  22nd,  Cottage 

G  

39th  and  Indiana..  ...Loop,  Wabash,  18th,  Ind  


Lake  and  State  39th  and  State  Loop,  State. 

"      "       "  63d  and  State  Loop,  State  , 


Wnriiingtoa  it  Clarlc  69th  and  Wentworth.. 

♦»     79th  and  Halsted. . 


*'     63d  and  Center 


TSth  and  Center  (R.R. 


0*Neil  &  Halsted 
Lake  and  State.  . 


69th  and  Halsted .... 

....79th  and  Halsted  

...300  ft.  8.69111  A  Ash- 
land   

Archer  and  Halsted   300  ft.  S.  69th  A  Ash- 
land   

Archer  and  Western .  .71st  and  Western  . 

38th  and  Kedzie  63d  and  Central  Park 

Lake  and  State  City  Limits  

"      "      "  38th  and  Central  Park 

Cottage  Grove  Halsted  

niinols  Central  Archer  

Cottage  Grove  California  

Stock  Yards   ... 

Illinois  Central  

*»         ♦*  Western  and  47th .  . . 

Western   Kedzie  and  47th  

Wallace  and  51st  Wood  and  51st  

Stewart  and  51st  Grand  blvd.  and  51st. 

Washington  ave  Leavitt  and  S9th  

Stony  Island  (S.  Loop)  Ashland  

Ashland  and  63d  Central  av  

Cottag-e  G.  and  68th.. 69th  and  Western  

Grand  Crossing  Cottage  Grove  

State  and  Vincennes  State,  Vincennes  


Clark,  22nd,  Wentworth  

Clark,  22nd,  Wentworth, 

Vincennes,  79th   

Clark,  Archer,  Canal,  29th, 
Wallace.  Root,  Halsted, 
47th,  Centre  

Clark,  Archer,  Canal,  29th, 
Wallace,  Root,  Halsted, 
47th,  Centre .   

Clark,  Archer,  Halsted  

Halsted  •   ... 

Loop,  State,  Archer,  Ash- 
land  

AtcliM',  Ashland  

Western  

Kedzie,  OSd  

Loop,  State,  Archer  

Loop,  State,  Archer,  38th. . . . . 

26th  

31st,  Pitnej  

35th  

39th,  Halsted,  Root   

43d,  State,  Root   .. 

47tli  

47th  

51st   

51st  

61st,  State,  59th  

Loop,  63d  

()3d   

68th,  Keefe,  69th  

•  South  Chicago  A  

63d,  State  to  73d  &  Vincennes 


28  grip 

9.18 

76 

28  trail 

32  grip 

15.48 

116 

64  trail 

34  grip 

17.33 

123 

68  trail 

8.92 

70 

27  motor 

12J6 

90 

33  motor 

38  grip 

8.73 

77 

38  trail 

14.70 

111 

51  g-rip 

51  trail 

15.84 

105 

50  motor 

19.45 

US 

56  motor 

16.60 

111 

25  motor 

19.55 

127 

27  motor 

16.65 

113 

46  motor 

13.77 

90 

35  motor 

18.51 

130 

41  motor 

11.99 

72 

12  motor 

8.47 

60 

3  motors 

7.24 

42 

2  motors 

18.71 

130 

12  motors 

14.60 

110 

25  motors 

3.00 

27 

5  motors 

5.43 

45 

17  motors 

8.67 

63 

21  motors 

4.81 

44 

U  wotors 

5.58 

47 

19  motors 

9.57 

68 

28  motors 

2.00 

14 

1  motor 

3.00 

20 

2  motors 

1.92 

15 

1  motor 

9.84 

65 

14  motors 

8.36 

59 

25  motors 

10.15 

54 

4  motors 

8.22 

56 

16  motors 

1.38 

12 

1  motor 

2.62 

18 

2  motors 

Total  number  of  cars  operated,  993 


TIm 


total  is  made  up  as  follows:- 


Cable  Grip  Cars,  183 

"     Trail  "   .249 

nsetrie  Motor  Cars,.. 561. 


256  THE  CHICAGO  TRANSPORTATION  PROBLEM 


APPENDIX  C. 


RecommeDded  Routes  for  the  Operation  of  Cars  Under  a  Unification  of 
Management  of  the  Chicago  Citj  Railway  Company  and  the 
Oliioago  Uni<m  Txaetion  Company. 


Si  ^OU  TO  TIA  m  ill  I  ^1 


  H  

1  Hat  Street  Devon  Ave  Cottage  Grove,  Z2nd,  Wabash 

A.,  Subway,  North  Caark, 

^  mm.*.           ,    ^         -       .  .                 ^  Evanston  Ave   3U>    340     15  U 

2  SftkaadlialBe  A....... Howard  Ave.  Lake    Ave.,   55th,  Cottage 

Grove,  22nd,  Wabash,  Snb- 

^  ^                                                                way,  No.  Clark    35.3    255     15  17 

3  Hat  Stteet  Boee  Hill  Cemetery  .  Cottage  G.,  22nd,  Wabash,  / 

Subway,  Wells,  N.  Clark, 

_                                                           Center,  Lino(dfl,N.  Robey.  34.7    2K     15  17 

4  57th  and  I«ake  Ave. . .  .Belmoat  A.  I«ake,  55th,  Cottage  G.,  22nd, 

•  Wabash,  Subway,  Wells, 

Division,  Clybourn   Xb3    18D     15  12 

5  7l8t  Street  Lincoln  and  Belmont  Cottag^e  G.,  22nd,  Wabash, 

Subway,  Wells,  N.  Clark, 

^              *  •  -               -                                  Center,  Lincoln    26.6     190       5  38 

•  Snh  aad  Iialm  I«awf«we  A.  Lake,  55th,  Cottag-e  G.,  22nd, 

.  ^    ^                                                      Clark,  Subway,  Milwaukee  344    340     15  16 

7  fiat  Street  Devon  Ave  Indiana,  18th,  Wabash,  Sub- 

„         „                       „                               way,  N.  Clark,  Evanston  ..  aU    198     15  13 
t  Slat  Street  Howard  Ave  Indiana,  18th,  Wabash,  Sub- 
way, N.  Clark   3L8    ZIB     15  15 

9  79th  Street  &  Halsted  Devon  Ave  79th,Vincennes,State,Subway 

N.  Clark,  Evanston   363    2S8     15  17 

10  79th  and  Halsted  Howard  A  79th,  Vincennes,  State,  Sub- 

way, N.  Clark   39.6    270     15  18 

11  6ad  and  St<Mi7  Island  Roee Hill  Conetery  ..63rd,  State,  Subway,  Welle, 

_^       ,  .    ^  «  .         .                   Lincoln,  N.  Robey.  35.6    255     15  17 

12  Od  aad  Stony  laUuMl  Belmoat  A  63rd,  State,  Subway,  Walls, 

-  -        _                                             Division,  Clybourn   29.3     210     15  14 

13  iai  and  Stony  laland  Slieffield  *  N.  Clark.  63rd,  State,  Subway,  Wella, 

Lincoln  and  SheMeld   2&0    2iX>      5  40 

14  iad  and  Stony  laUad  Lawrence  A.   63fd,  State,  18th,  Clark,  Sub- 

15  A«l„r«  W«.  480.                                    «T.MU,«I«   37J    »     U  H 

Ave  Wells  &  Clark  St  Archer,  Clark,  Subway, Wells  23jO    1<5     15  11 

16  Wentworth  and   Vin-N.  Clark  &  Diversey  Wentworth,  Clark,  Subway, 

cennes                                                      N.Clark   JfjO    166     15  11 

17  26th  St.  A  W.  46th  Av.  Wells  &  N.  Clark  a6th  St.,  Blue  Island  A..  Hal- 

sted, Van  Buren,  Subway, 

Wells   19.1    120     15  t 

18  W.  40th  Ave.A  Ogden  North  Ave.,  N.  Clark  Ogden,  Madison,  Subway,  N. 

Ave   Clark    15.4    166     15  U 

19  79th  Street  Evanston  A  Halsted   27.5  190 

9  491k  Street  M.aafk  Ashland,  12th,  Paulina,  Lakeu  5  a| 

Ashland,   Clybourn  and 

Soutliport   27.0    190     10  19 

21  Bine  Island  Ave  Rose  Hill  Cemetery... Robey  Street   19.5    140     10  14 

n  71st  Street.   Belmont  A  Western  Avenue   24.0    170     10  17 

9  iM  Street  Belmont  A  Kedzie  A.,  Clilcafo  iu,  Cali- 

^           .                                                   forniaA....   23.0    150     15  10 

24  Western  A.  Cottage  G.  A  68th  St.  .69th  Street   8.2      57       3  19 

25  Central  A.  Stony  Island  Ave..... 63rd  Street   ttJS    126     M  7 

M  IieaTittSt.  Jeitaraon  A.  St  Mid- 

„                                                    VL- S9thand6l8t   9.8       70     10  7 

27  Wood  St  Washington  P  51st  Street   5.5       40     10  4 

28  Kedzie  Ave  I.  C.  R.  R  47th  Street   11.6       80      5  16 

29  Stock  Yards  I.  C.  R.  R  Root  and  43rd   5A       404    %4  18 

30  Stock  Tarda   Cottage  6.  A.  Root,  Halatod,  3Mk   4J      3i     4  9 


APPENDIX 


25? 


APPENDIX  C  Continued. 


FROM 


TO 


VIA 


nil 


It 

V 

n 


31a  38th  &  Central  Park  ACottafre  G  38th,  Archer  A 

31b  35th  &  California  Av.  Cottage  G  35th  Street 

32 
33 
34 
35 
36 


&  35th  Sts.. . 


8.6 
10.9 


Pitney  Ct    I.  C.  R.  R  31st  Street   5.5 

Halsted  Cottage  G  26th  Street   3.0 

Blue  Island  Ave.  State  St   Leavitt  &  18th   7.0 

Robey  St  12th  and  Wabash  14th,  Canal  A  12th   5.66 

48th  Ave  Michig-an  Ave.  and 


37 
38 
39 

40 


41 
42 
43 
44 

45 

46 
47 
48 

49 

50 


51 


S2 


53 


56 

57 
58 


Monroe  Loop  1,  12th  Street   14.16 

Kedzie  Wabash  and  Monroe  Loop  2,  Harrison  Street   9.0 

Kedzie  State  and  Monroe  — Loop  3,  Van  Buren   83 

2l8t  and  DoufTlas  P.Dearborn  and  Monroe2lst,  Center   ave,  Adams 

Blvd   street.  Loop  No.  4   10.8 

Clybourn  PI.  A  Ash-Dearborn  and  MonroeAshiand  ave.,  Erie,  Center, 

land   Austin,  San^mon,  Adams, 

Loop  No.  4   9.6 

W.  6Jth  Ave  State  and  Monroe.  ...Madison  street,  Loop  No.  7...  15.16 

W.  60th  Ave   Michigan  &  Monroe.  Lake  street,  Loop  No.  5   16.1 

40th  Ave  &  N.  Ave.  ..State  street  Grand  ave..  Loop  No.  11   12.8 

40th  Ave  N.  Clark  street. ....... Chicag-o  ave   9.7 

California  N.  State  street  Division  street     7.0 

46th  Ave  N.  Clark  street  ..North ave   11.2 

Ashland  Ave  Stony  Island  ave  63rd  street   8.2 

Ashland  A  63rd  St.  ...Monroe  &  Dearborn  .63d,  Wentworth,  22nd,  Clark, 

Subway  Loop  10    17.4 

39th  St  Wabash  and  Monroe  .  Indiana,  18th,  Wabash  and 

Subway  Loop  8   8.0 

Belmont  A.  A  Mil-Dearborn  A  Monroe.. Belmont  ave.,  Lincoln  ave., 
waukee                                                    Sedgwick,    Orleans,  Indi- 
ana, Subway  Loop  13   16.0 

Lincoln  Ave.  &  Fos-Dearborn  &  Monroe.. Lincoln,  Sedg^wick,  Orleans, 

ter  Ave.   Indiana,  Subway  Loop 

13  16.0 

Fnllerton    A    Mil-Dnrbom  A  Monroe.. Fnllertou,  Lincoln,  Larrabee, 

waukee   Chicago,  Orleans,  Indiana, 

Subway  Loop  13   13.2 

3Sth  A  Cottase  Grove.  Dearborn  A  Monroe..3Sth,  Wentworth,  22nd, 

Clark,  Loop  10   9.3 

Center,  47th,  Halsted,  Archer, 
Clark,  Subway  Loop  No.  10.  15.8 
Bluelsland  A 36tltSt.Clark and  Adams.. ...Blue  Island,  Halsted,  Van 

Buren,  Loop  15   8.2 

North  Ave.  and  Mil- Wabash  and  Monroe  North  ave.,  N.  Clark,  Indi- 

waukee    ana.  Subway  Loop  No.  11 . .  9.4 

Division  &  MilwaukeeState  and  Monroe  Division,  Wells,  Indiana, 

Subway  Loop  No.  12   7.1 

Armita^e  A  44th  ave.  Clark  and  Monroe. 


54  Center  Ave.  A  63rd  St.Monroe  A  Dearborn 


55 


Armitag-e,  Milwaukee,  Des- 
plaines,  Washington,  Sub- 
way Loop  14  14.3 

59  North  ave.  A  46tla  st..Clark  and  Monroe.... North  ave.,  Milwaukee,  Des- 

plaines,  Washingrton,  Sub- 
way Loop  14  13.4 

60  XHviskm  A  CaliforniaClark and  Monroe.. ..Division,    Milwaukee,  Des- 

plaines.  Washing-ton,  Sub- 
way Loop   14   8.6 

61  California  A  Belmont  Clark  and  Monroe...  California,  Chicagro,  Milwau- 

kee, Desplaines,  Washing- 
ton, Subway  Loop  No.  14. . .  14. 

62  40th  and  North  Ave. ..Michig-an  and  Monroe 40tli,  Grand   ave.,  Halsted, 

Lake,  Surface  Loop  No.  5. .  12.88 

63  Evanston   ave.   a  n  dVan  Buren  A  Halsted. Halsted   10.0 

Halsted  

64  Offden  ave.  and  40thWaba8h  and  Monroe.OG[den,   Randolph,  Surface 

ave.   Loop  6  12.1 

66  2Miiaad  W.40tk  ave.  Clark  and  Adaaw...  26th,  Blue  Island,  Halsted, 

Van  Buren,  Subway  Loop 

No.  15  12.48 

38th  and  Central  Pk. Clark  and  Adams  38th,  Archer,  Halsted,  Van 


66 
67 


ave  

Archer  and  WesternClark  and  Adams. . . 

ave  

Asfcland  and  69th  ....Clark  and  Adams.  . 


69  Center  and  75th  st.  ...Clark  and  Adams 


Buren,  Subway  Loop  No.  15  lAM 
.  Archer,  Halsted,  Van  Buren, 

Subway  Loop  No.  15.   10.8 

Ashland,    Archer,  Halsted, 
Van  Buren,  Subway  Loop 

No.  15   184 

.Center,  47th,  Halsted,  Van 

Bttren,Stt1mayl40opIfo.l5.  19.4 


60 

5 

12 

fa 

e 

40 

2-2 

16 

20 

5 

4 

48 

6 

8 

40 

10 

4 

99 

1-2 

66 

65 

2-2 

26 

60 

2 

30 

75 

5 

15 

CO 

c 
9 

110 

5 

22 

110 

10 

11 

(in 

Q 

68 

5 

14 

49 

6 

8 

^fk 
lO 

60 

7-2 

8 

» 

2 

as 

114 

6 

19 

114 

6 

19 

99 

6 

15 

60 

5 

13 

111 

3 

37 

59-5 

3-2 

17 

65 

5 

13 

50 

10 

5 

99 

3 

X 

100 

5 

20 

60 

5 

n 

95 

5 

w 

90 

10 

9 

67-5 

7-2 

9 

75 

126 
136 


15  6 

16  6 

3  25 

inn 

3  45 


258 


THE  CHICAGO  TRANSPORTATION  PROBLEM 
APPENDIX  C—Contumed. 


5^ 

g5  FROM 


TO 


VIA 


^'2  a 


a; 


n  4^ 

52:0 


1&3 

U8^ 

24  57 

10.8 

78.75 

IK  45 

17.3 

120 

4  30 

U.6 

90 

1-2  60 

11.7 

» 

4  ao 

17^ 

IS  s 

25 


70  Halsted  and  79tli  st... Dearborn  and  MonroeHalsted,  Archer,  Clark,  Snb- 

way  Loop  No.  10...   1&3 

71  Stock  Yards  Dearborn  and  MonroeRoot",  Wallace,  29th,  Canal, 

Archer,  Clark,  Subway 
Loop  No.  10   10.8 

72  Wentwortk  and  Vin-Dcarbom  and  Monroe Wentworth,  22nd,  Clark,  Snb- 

cennes   way  Loop  No.  10.  

73  I«oopNo.8  55th  St.  Wabash,  2lnd  and  Cottaire 

Grove    

74  51st  and  South  Park  Wabash  and  Monroe  .51st,  Indiana,  18th,  Wabash, 

ave   Subway  Loop  No.  8   11.7 

75  71st  and  Cottage  Gr. . .  Wabash  and  Monroe  .Cottage  Grove,  22nd,  Wabash, 

Snbway  Loop  No.  8  

76  57th  and  I«ake  Wabash  and  Monroe  .Lake,  55th,  Cottage  Grove, 

2tad,  Wabask,  Snbway 

Loop  No.  8   14.8     110       23i  48 

77  Jefferson    ave.    and  «8t,  State,  Snbway  Loop 

Midway   State  and  Mon  roe  ... .    No.  9   17.5      120      10  12 

78  59th  and  Leavitt  Dearborn  and  Monroe59th,  Wentworth, 22nd,  Clark, 

Subway  Loop  No.  10........    1&2     130     10  13 

79  47th  and  I.  C.  R.  R.  ..State  and  Monroe  47th,  State,  Subway  Loop  ^       -  ^ 

No.  9   13.6      «§      5  10 

80  47th  and  Western  avcDearbom  and  Monroe47th,  Wentworth,  22nd,  Clark,    .        _  . 

Subway  Loop  No.  10   17.6  >  125  5 

81  3Stfc  and  California. ..Dearborn  and  ]fonroe35th,  Wentworth,  22nd,  Clark, 

Subway  Loop  No.  10   13.6 

82  Southport  ave-and  N.Dearbom  and  MonrocSouthport,  Clybourn,  Divis- 

Clark                                                         ion,  Orleans,  Indiana,  Sub- 
way Loop  No.  13   12i4 

83  Clybourn  PI.  and  Ash-WabMk  A  Monroe  . .  Ashland,  Lake,  St.  Johns  PI., 

land   Randolph,  Snrfeice  Loop 

No.  6   9.6 

84  Ashland  and  22d  st.. . .  State  and  Monroe  ....  A.shland,  12th,  Paulina,  Mad- 

ison, Surface  Loop  No.  7. . .  8.7 

85  Robey  and  North  aTe.State  and  Monroe.. . . . Robey  and  Madison,  Surface 

Loop  No.  7   9.2 

86  Robey  &  Blue  IslandState and  Monroe..... Robey,  Madison,  Surface 

ave   Loop  No.  7   9.7 

87  Western  and  Milwan-State  and  Monroe... ..Western,  Madison,  Surface 

keeave   Loop  No.  7   11.0 

88 '26111  and  Western  State  and  Monroe.....  Western,  Madison,  Snrface 

Loop  No.  7   11.0 

89  ClybovmA  BelnMittt..Dearbom  and  MonroeClybonm,  Division,  Wells, 

Indiana,  Snbway  Loop 
No.  13   7.66 

90  Tavlor  and  Western .. Surface  Loop  No.  2.  ..Canal  and  Harrison   7.66 

91a  Colorado  and  W.  40th  .State  and  Monroe  Colorado,    Madison,  Loop 

No.  7   10.33 

91b  Western  and  RoscoeAshland  and  IrvingRoscoe,N.  Robey,  Belmont  «fe 

Blvd   Park   Ashland  ave   4.5 

92  Kedzie  and  Og^den  aveState  and  Monroe..... Kedzie,  Madison,  Loop  No.  7  11.33 

93  Kedzie   and  Chicag^oState  and  Monroe  Kedzie,  Madison,  Loop  No.  7  iai6 

ave  

94  Diversey  and  Clark.  ..39th  &  Cottaye  GroveN. Clark,  Subway  A,  Wabash 

ave.,  22nd,  Cottag-e  Grove..  16.5 
93  Diversey  and  Clark.  .39th  and  SUte  N.  Clark,  Subway  B,  State . . .  15.7 

Tin  foreg-oing-  routing  has  been  prepared  with  the  idea  of  serving  all  the  streets  at  present 
served  and  under  the  same  headway,  in  order  to  show  that  a  unified  system  conld  be  operated  with 

no  more  Cars  than  are  being-  furnished  under  the  present  operation.  Owing  to  the  increase  in  speed 
obtained  by  the  abandonment  of  the  Cable  and  the  greater  facility  in  the  movement  of  Cars  oper- 
ated as  through  routes,  with  200  cars  less  in  use,  a  service  is  yet  maintained  equal  to  the  present. 
It  can  be  seen  that  the  addition  of  these  2U0  cars  to  the  above  headways  would  give  an  increased 
service  over  that  given  at  the  present  time  without  increasing  the  expense  of  operating.  The 
nearrattirement  of  terminal  facilities  as  recommended  will  provide  room  for  the  iacx«ase  of  cars 
~  at  fweaent  and  for  future  denuuids. 


95 

5 

19 

80 

10 

8 

70 

10 

7 

60 

10 

6 

60 

10 

6 

70 

10 

7 

80 

10 

8 

80 

10 

8 

55 

5 

11 

15 

5 

If 

70 

5 

14 

30 

5 

6 

60 

5 

16 

70 

5 

14 

117 

1-2 

78 

111 

1-2 

74 

1 


.APPENDIX 


259 


APPENDIX  D. 


Recommended  Routes  in  Business  District  for  the  Operation  of  Cars 
Under  Divisional  Ownership,  .with  Joint  Use  of  Tracks, 

as  Shown  on  Map  No.  3. 


Lines  entering  from  the  West  Division  slu>wn  in  green.  Lines  entering  from 
North  Division  shown  in  yellow.   Lines  entering  from  the  South  Division  shown 
in  brown.   Where  tracks  are  used  jointly  the  colors  in  the  broken  lines  indicate 
the  lines  from  each  division  which  operate  over  the  tracks.  The  tracks  necessary 
^   ^       to  add,  to  form  the  local  distributing  system,  are  shown  in  red,  which  distributing 
^  ^         system  is  fully  described  in  Part  5. 

ENTRANCE  OF  WEST  DIVISION  LINES. 
LINES  ENTERING  OVER  LAKE  STREET  BRIDGE— 

East  on  Lake  Street  to  Franklin ;  East  on  Randolph  to  State  Street ;  South 
on  State  to  Madison;  West  on  Madison  to  Fifth  Avenue;  North  on  Fifth  Avenue 
to  Randolph;  West  on  Randolph  to  Franklin;  North  on  Franklin  to  Lake,  thence 
West  on  Lake  to  point  of  entrance. 

LINES  ENTERING  OVER  RANDOLPH  STREET  BRIDGE— 
Cars  entering  over  Randolph  Street  bridge  traverse  the  same  loop. 

LINES  ENTERING  OVER  MADISON  STREET  BRIDGE— 

East  on  Madison  Street  to  State  Street;  South  on  State  to  Monroe;  West  on 
Monroe  to  Fifth  Avenue;  North  on  Fifth  Avenue  to  Madison  Street,  thence  West 
to  point  of  entrance. 

LINES  ENTERING  OVER  ADAMS  STREET  BRIDGE— 

East  on  Adams  Street  to  Fifth  Avenue;  North  on  Fifth  Avenue  to  Monroe; 
East  on  Monroe  to  State  Street;  South  on  State  to  Adams;  West  on  Adams  to 
point  of  entrance. 

LINES  ENTERING  OVER  VAN  BUREN  STREET  BRIDGE— 

East  on  Van  Buren  to  Fifth  Avenue;  North  on  Fifth  Avenue  to  Adams;  East 
on  Adams  to  State;  South  on  State  to  Van  Buren;  thence  West  to  point  of 
entrance. 

LINES  ENTERING  OVER  HARRISON  STREET  BRIDGE— 

East  on  Harrison  to  Clark;  North  on  Qark  to  Van  Buren;  East  on  Van 
Buren  to  State;  South  on  State  to  Harrison,  thence  West  on  Harrison  to  point 
of  entrance. 

LINES  ENTERING  OVER  12TH  STREET  BRIDGE— 

East  on  Twelfth  Street  to  Fifth  Avenue;  North  on  Fifth  Avenue  to  Harrison; 
East  on  Harrison  to  Clark;  North  on  Qark  to  Van  Buren;  East  on  Van  Buren 
to  State ;  South  on  State  to  Harrison ;  thence  West  on  Harrison  to  Fifth  Avenue ; 
South  on  Fifth  Avenue  to  Twelfth  Street,  thence  West  on  Twelfth  Street  to  point 
of  entrance. 

By  this  routing  one  side  of  each  West  Division  Loop  reaches  State  Street. 


260 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


ENTRANCE  OF  NORTH  DIVISION  UNES. 

LINES  ENTERING  OVER  STATE  STREET  BRIDGE- 

South  cm  State  Street  to  Harrison;  East  on  Harrison  to  Wabash  Avenue; 
North  on  Wabash  Avenue  to  Lake;  West  on  Lake  to  State;  thence  North  on 
State  to  point  of  entrance. 

LINES  ENTERING  OVER  DEARBORN  STREET  BRIDGE— 

Sooth  on  Deaibom  Street  to  Harrison;  East  on  Harriscm  to  State;  North  on 
State  Street  to  Lake;  West  on  Lake  to  Dearborn;  North  on  DeartKMrn  to  point 
of  entrance. 

UNES  ENTERING  OVER  CLARK  STREET  BRIDGE— 

South  on  Qark  to  Harrison;  East  fm  Harrison  to  Dearborn  Street;  North  on 
Dearborn  Street  to  Lake;  West  on  Lake  to  Clark;  North  oo  Chirk  to  point  of 
eittrance. 

LINES  ENTERING  OVER  WELLS  STREET  BRIDGE— 

South  on  Wells  to  Lake;  East  on  Lake  to  Dark;  South  on  Clark  to  Harrison; 
East  on  Harrison  to  Dearborn;  North  on  Dearborn  to  Lake;  West  on  Lake  to 

Wells,  thence  North  on  Wells  to  point  of  beginning. 

By  this  routing  all  lines  on  two  loops  reach  State  Street  and  as  far  South 
as  Harrison  Street  and  on  one  loop  reach  as  far  East  as  Dearborn  Street  and 
as  far  South  as  Harrison  Street. 

ENTRANCE  OF  SOUTH  DIVISION  LINES. 

WABASH  AVENUE  UNE- 

North  on  Wabash  Avenue  to  Harrison  Street;  West  on  Harrison  to  State; 
North  on  State  to  Lake;  East  on  Lake  Street  to  Wabash  Avenue;  South  on 
Wabash  Avenue  to  point  of  entrance. 

STATE  STREET  UNE— 

North  on  State  Street  to  Randolph;  West  on  Randolph  to  Deaibom;  South 
on  Dearborn  to  Harrison;  East  on  Harrison  to  State;  thence  South  oo  State  to 
point  of  entrance. 

LINES  ENTERING  ON  CLARK  STREET— 

N<Mrth  on  Ckrk  Street  to  Harrison;  East  on  Harrison  to  Dearborn;  North 
on  Dearborn  to  Randolph  Street;  West  on  Randolph  to  Clark;  South  on  Clark  to 
point  of  entrance. 

By  this  routing  the  Waba^  Avenue  line  reaches  as  far  North  as  Lake  Street, 
and  the  State  Street  line  as  far  North  as  Randolph  Street,  both  traversing  State 
Street,  and  the  Clark  Street  line  reaches  as  far  North  as  Randolph  Street  and 
East  as  far  as  Dearborn  Street 

The  throi^  routing  of  cars  between  all  divisions  is  tnade  practicable  under 
the  arrangement  shown  on  Map  3  by  connecting  the  different  loops  at  suitable 
points  witii  the  tracks  on  the  North  and  South  Streets,  thus  permitting  any  desired 
combinatioa  of  routes  to  be  made  with  throui^  cars. 


APPENDIX  261 


APPENDIX  B. 


Schedule  Showing  Points  at  Which  Transfers  Are  Issued  and  Received  by  the  Chi- 
cago City  Railway  Co. 

TBAMSrift  POINTS  ON  OOITACS  GBOVB  AVENUE  UNES. 

NO.  I  A. 

South  bound  Cottage  Grove  Ave.  cars  issue  transfers,  for  cash  fares  or  trans- 
fers, to  west  bound  a6th  St.  cars,  35th  St.  cars,  39th  St.  cars  and  69th  St.  cars,  to 
east  or  west  bound  31st  St  cars,  43d  St.  cars,  47th  St  cars,  61  st  St.  cars  and  63d  St. 
cars,  and  to  southwest  bound  South  Chicago  Ave.  cars,  and  at  i8th  St  to  south 
bound  Indiana  Ave.  cars. 

NO.  I  B. 

South  bound  G)ttage  Grove  Ave.  cars  receive  transfers  from  east  bound  26th 
St  cars,  35th  St  cars,  39th  St.  cars  and  69th  St  cars,  from  east  or  west  bound  31st 
St  cars,  43d  St  cars,  47th  St  cars,  6ist  St  cars  and  63d  St  cars. 

NO.  I  A. 

North  bound  G>ttage  Grove  Ave.  cars  issue  transfers,  for  cash  fares' or  trans- 
fers,  to  west  bound  69th  St  cars,  39th  St  cars,  35th  St  cars  and  a6th  St  cars,  to 
east  or  west  bound  63d  St  cars,  61  st  St  cars,  47th  St  cars,  43d  St.  cars  and  31st  St 
cars,  and  east  bound  55th  St  cars ;  also  from  north  bound  55th  St  Cottage  Grove 
Ave.  cars  transfers  are  issued  to  south  bound  71st  St  Cottage  Grove  Ave.  cars. 

NO.  I  B. 

North  bound  Cottage  Grove  Ave.  cars  receive  transfers  from  east  bound  69th 
St.  cars,  39th  St.  cars,  35th  St.  cars  and  26th  St  cars,  from  east  or  west  bound 
63d  St.  cars,  61  st  St  cars,  47th  St.  cars,  43d  St  cars  and  31st  St  cars,  and  from 
north  bound  South  Chicago  Ave.  cars. 

SPECIAL. 

Passengers  paying  fare  either  in  cash  or  transfer  slips  on  the  ''short"  line  cars 
will  be  transferred  to  the  "continuation"  or  "through"  cars  of  the  same  line  at  39th 
St  from  the  39th  St  Cottage  Grove  Ave.  cars  to  the  71st  St  or  ssth  St.  Cottage 
Grove  Ave.  cars,  and  at  ssth  St  from  the  ssth  St.  Cottage  Grove  Ave.  cars  to  the 
71st  St  Cottage  Grove  Ave.  cars.  Transfers  from  the.  through  cars  may  be  issued 
on  "cash"  transfers,  received  from  short  trip  cars  of  same  line,  the  same  as  for  cash 
fares.  Passengers  may  be  transferred  to  the  Cottage  Grove  Ave;  line,  via  the  63d  St 
line,  on  transfers  from  north  bound  cars  of  the  Halsted,  Wentworth  and  State  St. 
lines,  and  vice  versa.  Transfers  may  be  issued  from  the  31st  St.  cars  to  Cottage 
Grove  Ave.  cars  on  "cash"  transfers,  from  tM  bound  Archer  Ave.  cars,  the  same  as 
for  cash  fares. 


263  THE  CHICAGO  TRANSPORTATION  PROBLEM 


TKANSVn  POINTS  OF  INDIANA  AVINUt  UMBS. 

NO.  I  A. 

South  bound  Indiana  Ave.  cars  issue  transfers  for  cash  fares  or  transfers  to 
cast  or  west  bound  26th  St.  cars,  31st  St.  cars,  35th  St.  cars,  39th  St.  cars,  43d  St. 
cars,  47th  St.  cars,  51st  St.  cars,  and  at  i8th  and  Wabash  Ave.  to  south  bound 
Cottage  Grove  Ave.  cars. 

NO.  I  B. 

South  bound  Indiana  Ave.  cars  receive  transfers  from  east  or  west  botmd  26th 
St.  cars,  31st  St.  cars,  35th  St.  cars,  and  at  i8th  St.  and  Wabash  Ave  from  south 
bound  Cottage  Grove  Ave.  cars. 

NO.  I  A. 

North  bound  Indiana  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers,  to 
east  or  west  bound  47th  St.  cars,  43d  St.  cars,  39th  St.  cars,  35th  St.  cars,  31st  St. 
cars,  26th  St  cars,  and  at  i8th  St  and  Wabash  to  north  bound  Cottage  Grove  Ave. 
cars. 

NO.  I  B. 

North  bound  Indiana  Ave.  carjs  receive  transfers  from  east  or  west  bound  51st 
St.  cars,  47th  St  cars,  43d  St  cars,  39th  St  cars,  35th  St  cars,  31st  St.  cars  and  26th 
St  cars. 

SPECIAL. 

Passei^rs  paying  fare,  either  in  cash  or  transfer  slips,  on  the  39th  St.  Indiana 
Ave.  cars,  will  be  transferred  to  the  "continuation"  or  "through"  cars  of  the  same 
line  at  39th  St  to  the  51st  St.  Indiana  Ave.  cars.  Transfers  from  the  through  cars 
may  be  issued  on  "cash"  transfers,  received  from  short  trip  cars  of  same  line,  the 
same  as  for  cash  fares.  Transfers  may  be  issued  from  the  31st  St.  cars  to  Indiana 
Ave.  cars  on  "cash"  transfers,  from  east  bound  Archer  Ave.  cars,  the  same  as  for 
cash  fares. 

TRANSFER  FOINTS  OF  THE  STATE  STREET  LINES. 

NO  I  A. 

South  bound  State  St.  cars  issue  transfers,  for  cash  fares  or  transfers,  to  east 
or  west  bound  26th  St.  cars,  31st  St.  cars,  35th  St.  cars,  39th  St.  cars,  Root  and  43d 
St  cars,  47th  St  cars,  51st  St.  cars,  59th  and  6ist  St  cars  and  63d  St  cars  and  to 
south  bound  State  and  Vincennes  Ave.  cars,  and  at  19th  St  to  west  bound  Archer 
Ave.  cars. 

NO.  I  B. 

South  bound  State  St.  cars  receive  transfers  from  east  or  west  bound  26th 
St  cars,  31st  St.  cars,  35th  St.  cars,  39th  St  cars,  47th  St.  cars,  51st  St  cars.  Root 
and  43d  St.  cars,  59th  and  61  st  St.  cars. 

NO  I  A. 

North  bound  State  St.  cars  issue  traasfers,  for  cash  fares  or  transfers,  to  east 
or  west  bound  59th  and  61  st  St.  cars^  51st  St  cars,  47th  St.  cars,  39th  St  cars,  35th 
St  cars,  31st  St  cars  and  26th  St.  cars,  and  Root  and  43d  St  cars. 

NO.  I  B. 

North  bound  State  St  cars  receive  transfers  from  east  or  west  bound  63d  St 
cars,  59th  and  6ist  St  cars,  51st  St  cars,  47th  St  cars,  39th  St.  cars,  35tfa  St  cars, 
31st  St  cars,  26th  St  cars,  and  Root  and  43d  St.  cars,  and  from  north  bound  State 
and  Vtnccmies  Ave.  cara  at  63d  St 


APPENDIX 


3 


m  SPECIAL. 

Passengers  paying  fare  either  in  cash  or  transfer  slips  on  the  39th  St.  State  St 
cars  will  be  transferred  to  the  63d  St  State  St  cars  at  39th  St.  and  transfers  will 
be  issued  from  the  "through"  63d  St  cars  on  the  "cash"  transfers  received  from 
the  short  trip  3S>th  St  cars,  the  same  as  for  cash  fares.  Transfers  may  be  issued 
from  the  31st  St  cars  to  the  State  St  cars  on  "cash"  transfers,  from  east  bound 
Archer  Ave.  cars,  the  same  as  for  cash  fares.  Passengers  may  be  transferred  to 
the  State  St  cars  via  63d  St.  cars  on  transfers  from  north  bound  Halsted  St  or 
Wcntworth  Ave*  cars  and  vice  versa. 

TRANSFER  POINTS  OF  THE  WENTWORTH  AVE.  LINES. 

NO  I  A. 

South  bound  Wentworth  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers, 
to  west  bound  Archer  or  Ashland  Ave.  cars  at  Clark  St.,  to  east  or  west  bound 
26th  St  cars.  31st  St.  cars.  36th  St.  cars.  39th  St.  cars,  Root  and  43d  St  cars,  47th 
St  cars  51st  St.  cars  and  61  st  St.  cars.  63d  St.  cars  and  69th  St  cars;  and  to  north 
bound  Halsted  St.  cars  at  79tli  St.  for  cash  fares  only,  collected  south  ^M^^ 
and  south  on  Vincennes  Ave.  at  77th  St.  ^^^^^H 

NO.  I  B. 

South  bound  Wentworth  Ave.  cars  receive  transfers  from  east  or  west  bound 
a6th  St  cars,  31st  St  cars,  35th  St  cars,  39th  St.  cars,  Root  and  43d  St.  cars,  47th 
St  cars,  51st  St.  cars,  59th  St.  and  6ist  St.  Cars,  63d  St.  cars  and  69th  St.  cars;  and 
from  south  bound  State  and  Vincennes  Ave.  cars  at  73d  St. 

NO  I  A. 

North  bound  Wentworth  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers, 
to  east  or  west  bound  69th  St.  cars.  63d  St  cars,  59th  and  6ist  St  cars,  51st  St  cars, 
47th  St.  cars,  Root  ami  43d  St.  cars,  39th  St.  cars,  35th  St  cars,  31st  St  cars,  26th 
St.  cars,  and  to  north  bound  State  and  Vincennes  cars  at  73d  St  and  north  on  Vin- 
cennes Ave.  at  77th  St. 

NO.  I  B. 

North  bound  Wentworth  Ave.  cars  receive  transfers  from  east  or  west  bound 
69th  St.  cars.  63d  St.  cars,  59th  and  61  st  St.  cars,  51st  St.  cars,  47th  St.  cars,  43d  St 
cars,  39th  St.  cars,  35th  St.  cars,  31st  St.  cars,  26th  St.  cars,  and  from  south  bound 
Halsted  St  cars  at  79th  St  for  cash  fares  collected  south  of  69th  St. 

SPECIAL. 

Passengers  paying  fare  either  in  cash  or  transfer  slips  on  69th  St.  Wentworth 
Ave.  cars  will  be  transferred  to  79th  St  Wentworth  Ave.  cars  at  69th  St  and  trans- 
fers issued  from  through  79th  St.  cars,  the  same  as  for  cash  fares.  Transfers  from 
31st  St.  cars  may  be  issued  to  Wentworth  Ave.  cars  on  "cash"  transfers  from  east 
bound  Archer  Ave.  cars,  the  same  as  for  cash  fares.  Passengers  may  be  transferred 
to  the  State  or  Cottage  Grove  line  via  63d  St  cars,  on  transfers  from  north  bound 
Wentworth  Ave.  cars  and  vice  versa. 

TRANSFER  POINTS  OF  THE  HALSTED  STREET  LINES. 

NO.  I  A. 

South  bound  69th  and  Halsted  St.  cars  issue  transfers,  for  cash  fares  or  trans- 
fers, to  east  or  west  bound  31st  St.  cars,  35th  St.  cars,  39th  St.  cars.  47th  St.  cars. 
5 1st  St  cars,  59th  and  61  st  St.  cars,  63d  St.  cars  and  69th  St  cars,  and  to  east  bound 


264 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


26th  St.  cars,  Root  and  43d  St  cars,  and  to  west  botmd  Archer  Ave.  cars  at  Hal- 
sted  and  to  Ashland  Ave.  and  Archer  Ave.  cars  at  Qark  St 

NO.  I  B. 

South  bound  69th  and  Halsted  St  cars  receive  transfers  from  east  or  west 
bound  31st  St  cars,  35th  St  cars,  39th  St  cars,  47th  St  cars,  51st  St  cars,  sgth  and 
6ist  St  cars,  63d  St.  cars,  and  from  west  bound  26th  St  cars.  Root  and  43d  St  cars, 
and  from  Ashland  Ave.  and  Archer  Ave.  cars  south  bound  at  Clark  St 

NO.  I  A. 

North  bound  69th  and  Halsted  St  cars  issue  transfers,  for  cash  fares  or  trans- 
fers, to  east  or  west  bound  63d  St  cars,  59th  St  and  6ist  St  cars,  sist  St  cars,  47th 
St  cars,  Root  and  43d  St  cars,  xith  St  cars,  3Sth  St.  cars,  31st  St.  cars,  and  to  east 
bound  fl6th  St  cars  and  to  west  bound  Archer  Ave.  cars  at  Halsted. 

NO.  I  B. 

North  bound  69th  and  Halsted  St.  cars  receive  transfers  from  east  or  west 
bound  63d  St  cars,  69th  St  cars,  59th  St  and  6ist  St  cars,  51st  St.  cars,  47th  St. 
ctrs.  Root  and  43d  St  cars,  39th  St  cars,  35th  St  cars,  31st  St  cars,  and  from 
west  bound  26th  St  cars. 

NO  2  A. 

"  South  bound  O'Neil  and  Halsted  St  cars  issue  transfers,  for  cash  fares  or 

transfers,  to  east  or  west  bound  31st  St  cars,  35th  St.  cars,  39th  St.  cars,  Root  and 
43d  St  cars,  47th  St  cars,  51st  St.  cars,  59th  and  6ist  St.  cars,  63d  St.  cars,  69th 
St  cars,  and  to  east  bound  26th  St.  cars  and  to  west  bound  Archer  Ave.  cars  at 
Halsted,  and  to  north  bound  Wentworth  Ave.  cars  at  79th  St  for  cash  fares  only, 
collected  south  of  69th  St 

NO.  2  B. 

South  bound  O'Neil  and  Halsted  St  cars  receive  transfers  from  east  or  west 
bound  31st  St.  cars,  35th  St.  cars,  39th  St.  cars,  Root  and  43d  St  cars,  47th  St  cars, 
51st  St.  cars,  59th  St.  and  6ist  St.  cars,  63  d  St.  cars,  69th  St  cars,  and  west  bound 
26th  St.  cars,  and  from  Archer  Ave.  cars  at  Halsted  St  and  from  west  side  lines  of 
the  Chicago  Union  Traction  Company  at  O'Neil  St  See  special  transfer. 

NO  2  A. 

North  bound  O'Neil  and  Halsted  St.  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  east  or  west  bound  69th  St.  cars,  63d  St.  cars,  59th  and  6ist  St  cars, 
51st  St.  cars,  47th  St.  cars.  Root  and  43d  St.  cars,  39th  St  cars,  35th  St  cars,  31st 
St.  cars,  and  to  east  bound  26th  St.  cars  and  to  west  bound  Archer  Avenue  cars  at 
Halsted  St.,  and  to  West  Side  lines  of  Chicago  Union  Traction  Company  at  O'Neil 
and  Halsted  St.  for  cash  fares  only.  See  special  transfer, 

NO.  2  B. 

North  bound  O'Neil  and  Halsted  St  cars  receive  transfers  from  east  or  west 
bound  69th  St.  cars,  63d  St.  cars,  59th  and  61  st  St  cars,  Sist  St  cars,  47th  St  cars. 
Root  and  43d  St.  cars,  39th  St.  cars,  35th  St  cars,  31st  St  cars,  and  west  bound 
26th  St.  cars,  and  at  79th  St.  from  Wentworth  Ave.  cars,  and  from  Archer  Ave. 
and  Ashland  Ave.  cars  at  Halsted  St. 


APPENDIX 


265 


SPECIAL. 

Passengers  paying  fare,  either  in  cash  or  transfer  slips,  on  the  69th  and  Halsted 
St.  cars,  will  be  transferred  to  the  through  79th  O'Neil  St  Halsted  St  cars  at  69th 
and  transfers  issued  the  same  as  for  cash  fares.  Passengers  may  be  transferred  to 
the  State  or  Cottage  Grove  line  via  63d  St  line,  on  transfers  from  north  bound  cars 
of  the  Halsted  St  lines  and  vice  versa. 

"Special"  transfers  to  the  "West  Side"  Halsted  St  line  of  the  Chicago  Union 
Traction  Company  will  be  issued  for  cash  farts  only.  Transfers  will  not  be  issued 
on  "special"  transfers  received  from  the  "Wert  Sjde"  Halsted  St.  line.  Transfers 
"east  on  Archer  at  Halsted"  will  be  isued  only  from  north  bound  O'Neil  St  cars. 
"Special"  transfers  from  the  "West  Side"  Halsted  St.  line  are  confined  to  the  fol- 
lowing lines:  South  on  Halsted  to  79th  St.,  south  on  Ashland  Ave.  to  69th  St  and 
west  on  Archer  to  48th  Ave,  and  Archer  and  Central  Park  Ave.  and  38th  St  No 
transfers  being  given  at  any  intersecting  point  to  east  or  west  lines.  Cash  fares  on 
Ashland  Ave.  lines,  Ardier  Ave.  lines  and  Halsted  St  lines  entitle  the  passenger 
to  a  "special"  transfer  to  "West  Side"  Halsted  St  lines.  Transfers  "to  Wentworth 
at  79th  St"  may  be  issued  only  for  cash  fares  collected  south  of  69th  St  Passen- 
gers going  north  on  Halsted  St.  and  transferring  at  Archer  and  Halsted  St  to  a 
south  bound  Ashland  Ave.  car,  can  not  transfer  to  any  intersecting  east  or  west 
line. 

TIANSFER  FOINTS  OF  THE  WALLACE  AND  CElfTBR  AVENUE  LINES. 

NO.  I  A. 

South  bound  Wallace  and  Center  Ave.  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  west  bound  Archer  or  Ashland  Ave.  cars  at  Dark  St.,  to  east  cr  west 
bound  26th  St  cars,  31st  St  cars,  35th  St  cars,  39th  St.  cars,  43d  St.  cars,  47th  St 
cars,  51st  St  cars,  59th  St.  cars,  63d  St  cars  and  69th  St  cars,  and  to  Ashland  Ave. 
and  Archer  Ave.  cars  at  Qark  St 

NO.  I  B. 

South  bound  Wallace  and  Center  Ave.  cars  receive  transfers  from  east  or  west 
bound  26th  St  cars,  31st  St.  cars,  35th  St  cars,  39th  St  cars,  43d  St  cars,  47th  St. 
cars,  sist  St.  cars,  S9th  St.  cars,  63d  St  cars,  and  69th  St  cars,  and  from  Archer 
and  Ashland  Ave.  cars  at  Clark  St 

NO.  I  A. 

North  bound  Wallace  and  Center  Ave.  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  east  or  west  bound  26th  St.  cars,  31st  St.  cars,  36th  St.  cars,  39th  St. 
cars,  43d  St  cars,  47th  St  cars,  51st  St  cars,  59th  St  cars,  63d  St.  cars,  69th  St. 
cars. 

NO.  I  B. 

North  bound  Wallace  and  Center  Ave.  cars  receive- transfers  from  east  or  west 
bound  26th  St  cars,  31st  St  cars,  35th  St  cars,  39th  St  cars,  43d  St  cars,  ^rth  St. 
cars,  51st  St.  cars,  59th  St  cars,  63d  St.  cars  and  69th  St  cars. 

SPECIAL. 

Passengers  paying  fare  either  in  cash  or  transfer  slips  on  the  63d  St  Wallace  and 
Center  Ave.  cars  may  be  transferred  to  the  75th  St  Wallace  and  Center  Ave.  cars  at 
63d  St  and  transfers  issued  from  the  75th  St  Tars,  the  same  as  foiT  cash  fari^ 


m  THE  CHICAGO  TRANSPORTATION  PROBLEM 


TKAirSFBK  POINTS  OP  THE  ASHLAND  AVENUE  LINES. 

NO.  I  A. 

Except  for  Halstcd  St.  transfers  and  "special"  transfers  from  West  Side  south 
bound  Ashland  Ave.  cars  issue  transfers  for  cash  fares,  or  transfers,  to  east  or 
west  bound  35th  St.  cars,  47th  St.  cars,  51st  St.  cars,  59th  St.  cars.  63d  St.  cars,  69th 

St.  cars,  and  east  at  Pitney  court  or  Halsted  St.  to  31st  and  26th  St.  cars  and  south 
on  State  St.  at  19th  St.,  and  to  west  bound  Archer  Ave.  cars  at  Ashland  Ave.  and 
east  of  26th  St.  at  Halsted  and  south  on  Throop  St.  at  Archer  Ave.  in  exchange  for 
"cash"  transfers  only.   See  special  transfer. 

NO.  I  B. 

South  bound  Ashland  Ave.  cars  receive  transfers  from  east  or  west  bound  35th 
St.  cars,  47th  St.  cars,  51st  St.  cars,  59th  St.  cars.  63d  St.  cars,  and  at  Clark  St. 
from  Oark  St.  cars,  and  from  Archer  Ave.  and  Halsted  St.  cars  at  Archer  avenue. 

NO.  I  A. 

North  bound  Ashland  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers, 
to  east  or  west  bound  63d  St.  cars,  59^h  St.  cars,  $ist  St.  cars,  47th  St.  cars,  35^h  St. 
cars,  and  to  west  bound  Archer  Ave.  cars  at  Ashland  Ave.,  and  north  on  Clark  St. 
at  Archer  Ave.,  and  to  east  bound  26th  St.  cars  at  Halsted  St.,  and  south  bound 
I  hroop  St  cars  at  Archer  in  exchange  for  "cash"  transfers  only.  See  special 
transfer. 

NO.  I  B. 

North  bound  Ashland  Ave.  cars  receive  transfers  from  east  or  west  bound 
69th  St  xars,  63d  St  cars,  sgth  St  cars,  51st  St.  cars,  47th  St  cars,  and  3Sth  St  cars. 

SPECIAL. 

Transfers  will  not  be  issued  on  "special"  transfers  received  from  the  "West 
Side"  Halsted  St.  line.  "Special"  transfers  to  the  "West  Side"  Halsted  St.  line  will 
be  issued  for  cash  fares  only.  Transfers  will  not  be  issued  on  transfers  received 
from  the  Halsted  St.  Hue.  Transfers  "south  on  Halsted  St.  at  Archer"  will  be 
issued  only  for  cash  fares.  Passengers  may  be  transferred  to  the  Western.  Kedzie 
or  Archer  Limits  lines,  via  the  Archer  Ave.  line  on  "cash"  transfers  from  the  Ash- 
land Ave.  line  or  vice  versa.  Passengers  from  the  short  lines  will  be  transferred  to 
the  through  lines  of  same  route  and  transfers  again  issued,  the  same  as  for  cash 
fares. 

TRANSFER  POINTS  OF  THE  WESTERN  AND  KEDZIE  AVENUE  LINES. 

NO.  I  A. 

* 

South  bound  Western  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers  to 
east  or  west  bound  47th  St  cars,  St  cars,  and  east  botrnd  6gtfa  St.  cars,  and  59th 
St  cars  at  Leavitt  St 

NO.  I  B. 

South  bound  Western  Ave.  cars  receive  transfers  from  east  or  west  bound 
Archer  Ave.  cars,  47th  St.  cars,  63d  St  cars,  and  west  bound  69th  St  cars. 

NO.  I  A. 

North  bound  Western  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers,  to 
east  bound  69th  St.  and  59th  St.  cars,  and  to  east  or  west  bound  63d  St  cars,  47th 
St  cars  and  Archer  Ave.  cars. 


APPENDIX 


367 


Np.  I  B. 

North  bound  Western  Ave.  cars  receive  transfers  from  west  bound  69th  and 
59th  St  cars,  and  east  or  west  bound  63d  St.  cars  and  47th  St  cars. 

NO  2  A. 

South  bound  Kedzie  Ave.  cars  issue  trasfers,  for  cash  fares  or  transfers,  to 
east  bound  47th  St  and  to  east  or  west  bound  63d  St  cars. 

NO.  2  B. 

South  bound  Kedzie  Ave.  cars  receive  transfers  from  47th  St  and  63d  St  cars. 

NO  2  A. 

North  bound  Kedzie  Ave.  cars  issue  transfers  to  47th  St  cars  and  Archer  Ave. 
cars. 

NO.  2  B. 

North  bound  Kedzie  Ave.  cars  receive  transfers  from  63d  and  47th  St  cars. 

SPECIAL. 

Passengers  may  be  transferred  to  the  Western.  Kedzie  or  Archer  Limits  line, 
via  the  Archer  Ave.  line,  on  "cash"  transfers  from  the  Ashland,  26th,  31st  or  35th 
St  lines,  and  vice  versa. 

POINTS  OF  TRANSFER  OF  ARCHER  AVENUE  UNES. 

NO.  I  A. 

Southwest  bound  Archer  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers, 
to  east  bound  26th  St.  and  31st  St.  cars  at  Halsted  St  and  Pitney  court,  and  south 
bound  Throop  St  cars,  Ashland  Ave.  cars.  Western  Ave.  cars  and  north  and  south 
bound  Kedzie  Ave.  cars  and  west  bound  38th  St  cars  at  Campbell  Ave.,  and  east 
or  west  bound  35th  St  cars,  and  to  north  or  south  bound  Halsted  St  cars  for  cash 
cmly.  For  transfers  to  West  Side  lines  on  Halsted  see  special  transfer. 

NO.  I  B. 

Southwest  bound  Archer  Ave.  cars  receive  transfers  from  west  bound  26th  and 
31st  St  cars  and  north  or  south  bound  Halsted  St.  cars  and  Kedzie  Ave.  cars,  and 
from  north  bound  Throop  St.  cars,  Ashland  Ave.  cars  and  Western  Ave.  cars,  and 
from  east  or  west  bound  3Sth  St.  cars,  and  east  bound  38th  St  cars,  and  from  Clark 
St  cars  at  Clark  St 

NO.  I  A. 

Northeast  bound  Archer  Ave.  cars  issue  transfers,  for  cash  fares  only,  to  north 
or  south  bound  Kedzie  Ave.  cars ;  for  cash  fares  or  transfers  to  38lh  St.  cars  west 
bound,  Western  Ave.  cars  south  bound,  east  or  west  bound  35th  St.  cars,  south 
bound  Throop  St.  cars,  and  east  bound  31st  St  cars,  26th  St.  cars,  and  for  cash 
only  to  south  bound  Halsted  St  cars. 

NO.  I  B. 

Northeast  bound  Archer  Ave.  cars  receive  transfers  from  north  or  south  bound 
Kedzie  Ave  cars,  north  bound  Western  Ave.  cars,  east  bound  38th  St  cars,  east  or 
west  bound  3Sth  St  cars,  west  bound  31st  St  cars  and  26th  St  cars. 

SPECIAL. 

Privilege  is  given  passenger  of  transferring  from  47th  St  west  on  Archer. 
Transfers  will  not  be  issued  on  "special''  transfers  received  from  the  "West  Side" 


368  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Halsted  St  line.  "Spedal"  tnmsfers  to  the  '^est  Side"  Halsted  line  will  be  issued 
for  cash  fares.  Transfers  will  not  be  issued  on  transfers  received  from  the  Halsted 
St  line.  Transfers  "south  on  Halsted  at  Archer"  will  be  issued  only  for  cash 
fares.  Passengers  may  be  transferred  to  the  Ardier  Ave.  line  on  "cash"  transfers 
fnnn  the  Ashland,  26th,  31st  or  35th  St.  lines,  and^  vice  versa.  Transfers  may  be 
issued  from  the  31st  St.  line  on  "cash"  transfers  from  east  bound  Archer  Ave,  cars, 
the  same  as  for  cash  fares.  Passengers  may  receive  transfers  from  the  38th  St 
Archer  line  to  the  Archer  Limits  line,  and  the  same  be  counted  as  cash  fores. 

TIANSFEK  FOnfTS  €Sf  THE  6gTH  AKD  SOUTH  CHICAGO  AVENUS  UNES. 

NO.  I  A. 

East  bound  69th  St  cars  issue  transfers  for  cash  fares  only  to  north  bound 
Ashland  Ave.  cars,  to  north  or  south  bound  Wallace  and  Center  Ave.  cars,  Halsted 
St  cars,  Wentworth  Ave.  cars,  State  and  Vincennes  Ave.  cars  and  Cottage  Grove 
Ave.  cars  and  to  east  bound  South  Chicago  Ave.  cars.  See  special  transfer; 

NO.  I  B. 

East  bound  69th  St  cars  receive  transfers  from  north  or  south  bound  Western 
Ave.  cars,  south  bound  Ashland  Ave.  cars,  north  or  south  bound  Wallace  and  Center 
Ave.  cars,  Halsted  St  cars,  Wentworth  Ave.  cars,  State  and  Vincennes  Ave.  cars 
and  Cottage  Grove  Ave.  cars. 

NO.  I  A. 

West  bound  69th  St  cars  issue  transfers  for  cash  fares  only  to  north  or  south 
bound  State  and  \nncennes  Ave.  cars,  Wentworth  Ave.  cars,  Halsted  St  cars, 
Wallace  and  Center  Ave.  cars  and  Western  Ave.  cars,  and  to  north  bound  Ashland 
Ave  cars.  See  special  transfer. 

NO.  I  B. 

West  bound  69th  St.  cars  receive  transfers  from  north  or  south  bound  Cottage 
Grove  Ave.  cars,  State  and  Vincennes  cars,  Wentworth  Ave.  cars,  Halsted  St.  cars, 
Wallace  and  Center  Ave.  cars,  and  from  south  bound  Ashland  Ave.  cars,  and  from 
west  bound  South  Chicago  Ave.  cars  at  Cottage  Grove  Ave. 

NO.  2  A  and  B. 

South  Chicago  Ave.  cars  issue  and  receive  transfers  at  Cottage  Grove  Ave.  from 
Cottage  Grove  Ave.  cars,  and  issue  and  receive  transfers  from  69th  St  cars  via 
Cottage  Grove  Ave.  line.  See  special  transfer. 

SPECIAL. 

Passengers  paying  cash  fares  on  north  bound  South  Chicago  Ave.  cars  are  en- 
titled to  a  transfer  west  on  69th  St.  via  Cottage  Grove  Ave.  cars,  and  to  a  second 
t»-ansfer  north  or  south  at  the  following  intersecting  north  and  south  lines :  Sate 
and  Vincennes  Ave.,  Wentworth  Ave.,  Halsted  St.,  Wallace  and  Center  St.,  Ashland 
Ave.  and  Western  Ave.,  and  vice  versa.  Passengers  holding  "special"  transfers 
from  the  West  Side  lines  of  the  Chicago  Union  Traction  Company  to  the  Halsted 
St  are  not  entitled  to  further  transfer. 

TRANSFER  POINTS  OF  THE  STATE  AND  VINCENNES  LINES. 

NO.  I  A. 

State  and  Vincennes  cars  issue  transfers,  for  cash  fares  or  transfers,  to  69th, 
63d,  6ist  and  59th  St  cars  in  all  directions,  and  north  on  State  St  at  63d  or  south 
on  Vincennes  at  73d  St 


APPENDIX  269 
NO.  I  B. 

North  and  south  bound  State  and  Vincennes  cars  receive  transfers  from  69th 
and  63d  St  cars  east  or  west  bound,  and  when  north  bound  from  north  bound 
Wentworth  Ave.  cars  at  73d  St,  and  when  south  bound  irom  State  St  cars  at 
63d  St 

SPECIAL. 

Passengers  may  be  transferred  to  the  Cottage  Grove  Ave.  line  via  63d  St  from 
north  bound  State  and  Vincennes  cars  and  vice  versa. 

TVANSFER  POINTS  OF  THE  THSOOP  AND  lf<»GAN  STSEET  LINE. 

NO.  I  A. 

South  bound  Throop  and  Morgan  St.  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  east  or  west  bound  31st  St.  cars  and  35th  St.  cars. 

NO.  I  B. 

South  bound  Throop  and  Morgan  St  cars  receive  transfers  from  north  and 
east  or  south  and  west  bound  Archer  Ave.  cars  and  from  east  or  west  bound  31st 
St  cars  uid  .3Sth  St  cars. 

NO.  I  A. 

North  bound  Throop  and  Morgan  St  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  east  or  west  bound  35th  and  31st  St  cars,  and  to  south  or  west  bound 
Archer  Ave.  cars  at  Pitney  court. 

NO.  I  B. 

North  bound  Throop  and  Morgan  St  cars  receive  transfers  from  east  or  west 
bound  35th  and  31st  St.  cars. 

TRANSrZE  POINTS  OF  THE  63D  STKEBT  UNI. 
NO.  I  A. 

East  bound  Ashland  Ave.  63d  St  cars  issue  transfers,  for  cash  fares  only,  to 
north  and  south  bound  Centier  Ave.,  Halsted  St.,  Wentworth  Ave.,  State  St.  and 
Cottage  Grove  Ave.  cars.  See  special  transfer. 

NO.  I  B. 

East  bound  Ashland  Ave.  63d  St.  cars  receive  transfers  from  north  or  south 
bound  Ashland  Ave.,  Center  Ave.,  Halsted  St.,  Wentworth  Ave.,  State  St.  and  Cot- 
tage Grove  Ave.  cars.   See  special  transfer. 

NO.  I  A. 

West  bound  Ashland  Ave.  63d  St.  cars  issue  transfers,  for  cash  fares  only,  to 
north  or  south  bound  Cottage  Grove  Ave.,  State  St.,  Wentworth  Ave.,  Halsted  St, 
Center  Ave.  and  Ashland  Ave.  carsi  See  special  transfer. 

NO.  I  B. 

West  bound  Ashland  Ave.  63d  St.  cars  receive  transfers  from  north  or  south 
bound  Cottage  Grove  Ave.,  State  St.,  Wentworth  Ave.,  Halsted  St  and  Center  Ave. 
cars.   See  special  transfer. 

NO  2  A. 

East  bound  Central  Ave.  63d  St.  cars  issue  transfers,  for  cash  only,  to  north 
bound  Kedzie  Ave.  cars  and  to  north  or  south  bound  Western  Ave.  and  Ashland 
Ave.  cars.  For  transfers  to  Stony  Island  63d  St  cars  see  special  transfer. 


270  THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.  2  B. 

East  bound  Coitral  Ave.  63d  St.  cars  receive  transfers  from  south  bound  Kedzie 
Ave.  cars  and  north  or  south  bound  Western  Ave.  cars. 

NO  a  A. 

West  bound  Central  Ave.  63d  St  cars  issue  transfers,  for  cash  fares  only,  to 
north  or  south  bound  Western  Ave.  and  north  bound  Kedzie  Ave.  cars. 

NO.  2  B. 

West  bound  Central  Ave.  63d  St.  cars  receive  transfers  from  north  or  south 
bound  Ashland  Ave.  cars.  Western  Ave.  cars  and  south  bound  Kedzie  Ave.  cars  and 
at  Ashland  Ave.  from  Stony  Island  63d  St.  cars.   See  special  transfer. 

SPECIAL. 

Passengers  may  be  transferred  to  the  State  or  Cottage  Grove  Ave.  line,  via  the 
63d  St.  line,  on  transfers  from  north  bound  cars  of  the  Halsted,  Wentworth  and 
State  St.  lines,  and  vice  versa.  Passengers  paying  fare  either  in  cash  or  transfer 
slips  on  the  Ashland  Ave.  63d  St.  cars  will  be  transferred  to  the  Central  Ave.  63d 
St.  cars  at  Ashland  Ave.,  and  transfers  issued  from  the  through  cars  on  "cash" 
transfers  from  the  Stony  Island  63d  St.  cars,  the  same  as  for  cash  fares. 

TKANSFER  POINTS  OF  THE  39TH,  47TH,  5 1  ST,  59TH  AND  6IST  LINES. 

East  or  west  bound  39th,  47th,  51st,  59th  and  61  st  St.  cars  issue  transfers,  for 
cash  fares  only,  and  receive  transfers  from  north  or  south  bound  cars  on  any  inter- 
secting north  and  south  line;  also  the  47th  St.  cars  west  bound  will  issue  transfers 
west  on  Archer  Limits  line  at  47th  or  Kedzie  Ave.,  and  vice  versa.  Transfers  will 
be  issued  east  or  west  on  43d.  47th  or  51st  St.  lines  from  Halsted  or  Indiana,  or 
north  on  Halsted  or  Indiana  at  Root  or  39th,  or  south  on  Halsted  at  47th  or  51st 
St,  in  exchange  for  cash  or  transfer. 

TRANSFER  POINTS  OF  THE  26tH,  3IST,  AND  35TH  STREET  LINES. 

East  or  west  bound  26th,  31st  and  35th  St.  cars  issue  transfers  for  cash  fares 
only,  and  receive  transfers  from  north  or  south  bound  cars  on  any  intersecting 
north  and  south  line,  or  east  or  west  bound  cars  on  Archer  Ave.  at  Halsted,  Pitney 
and  35th  Sts. 

Transfers  may  be  issued  from  the  31st  St.  line  on  "cash"  transfers  from  east 
bound  Archer  Ave.  cars,  the  same  as  for  cash  fares. 

Transfers  "west  on  Archer  at  Pitney*'  may  be  issued  on  transfers,  by  conductors 
of  the  31st  St.  cars  going  west. 

Transfers  from  the  26th  St.  line  are  receivable  on  the  Archer  or  Ashland  Ave. 
cars  at  Halsted,  and  transfers  from  the  Archer  or  Ashland  Ave.  cars  are  receivable 
on  the  a6th  St.  cars  at  Halsted  and  26th  Sts.  Passengers  may  be  transferred  to  the 
Western,  Kedzie  or  Archer  Limits  line,  via  Archer  Ave.  line,  on  "cash "  transfers 
fnMB  the  Ashland,  26th,  31st  or  35th  St  line,  and  vice  versa. 


f 

APPENDIX  271 


APPENDIX  F. 


Sohedale  Showing  Points  at  wMoh  Transfers  are  Issued  and  Received  by 

the  Chicago  Union  Traction  Go. 


TRANSFER  lOINTS  ON  LINES  TERMINATING  AT  BELLE  PLAINE  STATION. 

NO.  I  A. 

South  Bound  Lincoln  Ave.  Electric  cars  issue  transfers  to  south  hound  South- 
port  Ave.  cars  and  to  cable  cars  at  Cable  Station. 

NO.  I  B. 

Soutli  bound  Lincoln  Ave.  Electric  cars  receive  transfers  from  south  bound 
Southport  Ave.  cars. 

NO.  J  A. 

North  bound  Lincoln  Ave.  cars  issue  transfers  to  north  bound  Southport  Ave. 
cars. 

NO.  I  B. 

North  bound  Lincoln  Ave.  cars  receive  transfers  from  Cable  cars  at  Cable  sta- 
tion and  from  north  bound  Southport  Ave.  cars. 

No.  2  B. 

South  bound  Sharpshooters  Park  cars  issue  transfers  to  Cable  cars  at  Cable 
station.  South  bound  Sharpshooters  Park  cars  receive  transfers  from  southbound 
Southport  Ave.  cars.  North  bound  Sharpshooters  Park  cars  issue  transfers  to 
north  bound  Southport  Ave.  cars.  North  bound  Sharpshooters  Park  cars  receive 
transfers  from  Cable  cars  at  Cable  station. 

No.  3  A. 

South  bound  Robey  St.  cars  (C.  C.  T.  Co.)  issue  transfers  to  Lincoln  Ave. 
Cable  cars  at  Cable  station.  South  bound  Robey  St.  cars  receive  transfers  from 
south  bound  Southport  Ave.  cars.  North  bound  Robey  St.  cars  issue  transfers  to 
north  bound  Southport  Ave.  cars.  North  bound  Robey  St.  cars  receive  transfers 
from  Cable  cars  at  Cable  station. 

TSASFER  POINTS  ON  UNBS  TERMINATING  AT  BLUE  ISLAND  AVE.  STATION. 

NO.  I  A. 

North  bound  Blue  Island  Ave.  cars  issue  transfers  to  north  bound  Ashland 
Ave.  cars,  to  east  bound  21st  Street  cars,  to  north  bound  Center  Ave.  cars.  See 
special  transfer. 

NO.  I  B. 

North  bound  Blue  Island  Ave.  cars  receive  transfers  from  east  bound  26th 
St  cars,  at  Leavitt  St,  at  i8th  St.,  from  east  bound  21st  St.  cars,  i8th  St.  cars, 
14th  St  cars,  I2th  St.  cars,  and  Taylor  St.  cars.  Sec  special  transfer. 


272 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.  I  A. 

South  bound  Blue  Island  Ave.  cars  issue  transfers  to  west  bound  Taylor  St. 
cars,  1 2th  St.  cars,  14th  St.  cars,  i8th  St.  cars,  21st  St  cars,  and  to  26th  St.  cars,  at 
Lcavitt  St  See  special  transfer. 

NO.  I  B. 

South  bound  Blue  Island  Ave.  cars  receive  transfers  from  south  bound  Center 
Ave.  cars,  and  from  south  bound  Ashland  Ave.  cars. 

N  O.  2  A. 

Canal  and  21st  St  cars  issue  transfers  to  north  or  south  bound  Western  Ave. 
cars,  Ashland  Ave.  cars,  S.  Halsted  St  Cable  cars,  to  north  bound  Blue  Island 
Ave.  cars,  Center  Ave.  cars,  west  <m  12th  St.  cars  at  Canal  and  lath  St  when 
east  bound. 

NO.  2  B. 

East  bound  Canal  and  21st  St.  cars  receive  transfers  from  north  or  south 
bound  Western  Ave.  cars,  Ashland  Ave.  cars,  from  north  bound  Blue  Island  Ave. 
cars,  from  south  bound  Center  Ave.  car.s  and  from  north  bound  S.  Halsted  St 
Cable  cars. 

NO.  2  A. 

West  bound  Canal  and  21st  St  cars  issue  transfers  to  south  bound  S.  Halsted 
St.  Cable  cars,  to  north  bound  Center  Ave.  cars,  to  north  or  south  bound  Ashland 
Ave.  cars,  Western  Ave.  cars. 

NO.  2  B. 

West  bound  Canal  and  21st  St.  cars  receive  transfers  from  east  bound  12th  St 
cars,  from  south  bound  Center  Ave.  cars,  and  Blue  Island  Ave.  cars,  from  north 
or  south  bound  S.  Halsted  St  CaUe  cars,  Ashland  Ave.  cars,  and  Western  Ave. 
cars. 

NO.  3  A. 

West  bound  i8th  and  26th  St  cars  issue  transfers  to  ncMth  or  south  bound  S. 
Halsted  St  Cable  cars.  Center  Ave.  cars,  Ashland  Ave.  cars. 

NO.  3  B. 

West  bound  i8th  and  26th  St.  cars  receive  transfers  from  north  or  south  bound 
S.  Halsted  St.  Cable  cars,  Center  Ave.  cars,  Ashland  Ave.  cars,  from  south  bound 
Blue  Island  Ave.  cars,  at  i8th  St.  and  at  Leavitt  St.,  and  from  south  bound  West- 
ern Ave.  cars. 

NO.  3  A. 

East  bound  i8th  and  26th  St.  cars  issue  transfers  to  north  bound  Western 
Ave.  cars  at  26th  St.  to  north  bound  Blue  Island  Ave.  cars  at  Leavitt  St.  and  i8th 
St..  to  north  or  south  bound  Ashland  Ave.  cars.  Center  Ave.  cars,  S.  Halsted  St. 
Cable  cars. 

NO.  3  B. 

East  bound  18th  and  26th  St.  cars  receive  transfers  from  north  or  south  bound 
Ashland  Ave.  cars.  Center  Ave.  cars,  S.  Halsted  St  Cable  cars. 

SPEQAL. 

East  bound  Blue  Island  Ave.  cars  issue  transfers  to  north  bound  Halsted  St. 
Electric  cars,  entitling  the  passenger  to  a  ride  as  far  north  as  Madison  St  and  to 
an  additional  transfer  east  on  Madison  St  Southwest  bound  Blue  Island  Ave.  cars 


• 


APPENDIX 


273 


receive  transfers  from  south  bound  Halsted  St.  Electric  cars.  Halsted  St.  con- 
ductors issue  transfers  at  this  point  providing  passenger  boards  at  or  south  of 
Madison  St.  paying  a  cash  fare  or  a  transfer. 

TIANSFER  POINTS  ON  LINES  TERMINATING  AT  aCERO  AND  PROVISO  STATION. 

NO.  I  A. 

West  bound  Madison  St.  cars  issue  transfers  to  south  bound  48th  Ave.  cars 
good  to  end  of  line,  to  north  bound  48th  Ave.  cars  good  to  Lake  St.  only,  to  north 
bound  Chicago  Ave.  cars  at  Harlem  Ave.  and  Madison  St.  transfers  good  to  Pine 
Ave.  and  Chicago  Ave.,  to  south  bound  Chicago  Ave.  cars  at  Desplaines  Ave.  and 
Madison  St.  transfers  good  to  12th  St. 

NO.  I  B. 

West  bound  Madison  St.  cars  receive  transfers  from  north  or  south  bound 
48th  Ave.  cars  at  4Sth  Ave.  and  Madison  St  from  east  or  west  bound  Chicago  Ave. 
cars  at  Madison  and  Desplaines  Ave. 

NO.  I  A. 

East  bound  Madison  St  cars  issue  transfers  south  on  Desplaines  Ave.  transfers 
good  to  1 2th  St.,  north  on  Harlem  Ave.,  north  on  48th  Ave.  to  Lake  St  only  and 
south  on  48th  Ave.  to  end  of  line. 

NO.  I  B. 

East  bound  Madison  St.  cars  receive  transfers  from  east  or  west  bound  Chi- 
cago Ave.  cars  at  Harlem  Ave.  and  Madison  St  and  from  north  or  south  bound 
48th  Ave.  cars  at  48th  Ave  and  Madison  St 

NO.  2  A. 

West  bound  Chicago  Ave.  cars  issue  transfers  to  west  bound  Lake  St  cars 
at  Harlem  Ave.  and  Lake  St,  to  east  bound  Lake  St  cars  at  Harlem  Ave.  and 
Lake  St  transfers  good  to  52d  St  only,  to  east  bound  Madison  St  cars  at  Harlem 
'  and  Madison  St  and  to  west  bound  Madison  St  cars  at  Desplaines  Ave.  and  Madi- 
son St 

NO.  2  B. 

West  bound  Chicago  Ave.  cars  receive  transfers  from  west  bound  Lake  St 
car5  and  frOm  north  bound  48th  Ave.  cars  at  48th  Ave.  and  Lake  St,  from  east  and 
west  bound  Lake  St  cars  at  Harlem  Ave.  and  Lake  St,  from  east  and  west  bound 
Madison  St.  cars  at  Madison  St  and  Desplaines  Ave. 

NO.  2  A. 

East  bound  Chicago  Ave.  cars  issue  transfers  to  west  bound  Madison  St.  cars 
at  Desplaines  Ave.  and  Madison  St.,  to  east  bound  Madison  St.  cars  at  Harlem 
Ave.  and  Madison  St.  to  west  bound  Lake  St.  cars  good  to  Maywood,  to  east  bound 
Lake  St.  cars  good  to  52d  St.  only,  and  south  on  48th  Ave.  at  Lake  and  48th  Ave. 

NO.  2  B. 

East  bound  Chicago  Ave.  cars  receive  transfers  from  east  or  west  bound  Madi- 
son St  cars  at  Harlem  Ave.  and  Madison  St,  and  from  east  and  west  bound  Lake 
St  cars  at  Lake  St  and  Harlan  Ave. 

NO.  3  A 

West  bound  Lake  St.  cars  issue  transfers  to  south  bound  48th  Ave.  cars  at 
48th  and  Madison  St.,  to  north  bound  Chicago  Ave.  cars  at  Lake  and  48th,  to  south 


27a  THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.  I  A. 

South  botind  Blue  Island  Ave  cars  issue  transfers  to  west  bound  Taylor  St 
cars,  I2th  St  cars,  14th  St  cars,  i8th  St  cars,  aist  St  cars,  and  to  St  cars,  at 
Leavitt  St  See  special  transfer. 

NO.  I  B. 

South  bound  Blue  Island  Ave.  cars  receive  transfers  from  south  bound  Center 
Ave.  cars,  and  from  south  bound  Ashland  Ave.  cars. 

NO.  2  A. 

Canal  and  21  st  St.  cars  issue  transfers  to  north  or  south  bound  Western  Ave. 
cars,  Ashland  Ave.  cars,  S.  Halsted  St.  Cable  cars,  to  north  bound  Blue  Island 
Ave.  cars,  Center  Ave.  cars,  west  on  12th  St  cars  at  Canal  and  12th  St  when 
east  bound. 

NO.  2  B. 

East  bound  Canal  and  21st  St.  cars  receive  transfers  from  north  or  south 
bound  Western  Ave.  cars,  Ashland  Ave.  cars,  from  north  bound  Blue  Island  Ave. 
cars,  from  south  bound  Center  Ave.  cars,  and  from  north  bound  S.  Halsted  St 
Cable  cars. 

NO.  2  A. 

West  bound  Canal  and  21st  St  cars  issue  transfers  to  south  bound  S.  Halsted 
St  Cable  cars,  to  north  bound  Center  Ave.  cars,  to  north  or  south  bound  Ashland 
Ave.  cars.  Western  Ave.  cars. 

NO.  2  B. 

West  bound  Canal  and  21st  St.  cars  receive  transfers  from  east  bound  12th  St. 
cars,  from  south  bound  Center  Ave.  cars,  and  Blue  Island  Ave.  cars,  from  north 
or  south  bound  S.  Halsted  St.  Cable  cars,  Ashland  Ave.  cars,  and  Western  Ave. 
cars. 

NO.  3  A. 

West  bound  i8th  and  26th  St.  cars  issue  transfers  to  north  or  south  bound  S. 
Halsted  St.  Cable  cars.  Center  Ave.  cars,  Ashland  Ave.  cars. 

NO.  3  B. 

West  bound  i8th  and  26th  St  cars  receive  transfers  from  north  or  south  bound 
S.  Halsted  St  Cable  cars.  Center  Ave.  cars,  Ashland  Ave.  cars,  from  south  bound 
Blue  Island  Ave.  cars,  at  i8th  St  and  at  Leavitt  St,  and  from  south  bound  West- 
em  Ave.  cars. 

NO.  3  A. 

East  bound  i8th  and  26th  St  cars  issue  transfers  to  north  bound  Western 
Ave.  cars  at  26th  St  to  north  bound  Blue  Island  Ave.  cars  at  Leavitt  St  and  i8th 
St,  to  north  or  south  bound  Ashland  Ave.  cars.  Center  Ave.  cars,  S.  Halsted  St. 
Cable  cars. 

NO.  3  B. 

East  bound  i8th  and  a^h  St  cars  receive  transfers  from  north  or  south  bound 
Ashland  Ave.  cars.  Center  Ave.  cars,  S.  Halsted  St  Cable  cars. 

SPECIAL. 

East  bound  Blue  Island  Ave.  cars  issue  transfers  to  north  bound  Halsted  St. 
Electric  cars,  entitling  the  passenger  to  a  ride  as  far  north  as  Madison  St.  and  to 
an  additional  transfer  east  on  Madison  St   Southwest  bound  Blue  Island  Ave.  cars 


APPENDIX 


273 


receive  transfers  from  south  bound  Halsted  St  Electric  cars.  Halsted  St.  con- 
ductors issue  transfers  at  this  point  providing  passenger  boards  at  or  south  ox 
Madison  St  paying  a  cash  fare  or  a  transfer. 

TRANSFER  POINTS  ON  LINES  TERMINATING  AT  CICERO  AND  PROVISO  STATION. 

NO.  I  A. 

West  bound  Madison  St  cars  issue  transfers  to  south  bound  48th  Ave.  cars 
good  to  end  of  line,  to  north  bound  48th  Ave.  cars  good  to  Lake  St  only,  to  north 
bound  Chicago  Ave.  cars  at  Harlem  Ave.  and  Madison  St.  transfers  good  to  Pine 
Ave.  and  Chicago  Ave.,  to  south  bound  Chicago  Ave.  cars  at  Desplaines  Ave.  and 
Madison  St.  transfers  good  to  12th  St 

NO.  I  B. 

West  bound  Madison  St  cars  receive  transfers  from  north  or  south  bound 
48th  Ave.  cars  at  48th  Ave.  and  Madison  St.  from  east  or  west  bound  Chicago  Ave. 
cars  at  Madison  and  Desplaines  Ave. 

NO.  I  A. 

East  bound  Madison  St.  cars  issue  transfers  south  on  Desplaines  Ave.  transfers 
good  to  1 2th  St.,  north  on  Harlem  Ave.,  north  on  48th  Ave.  to  Lake  St  only  and 
south  on  48th  Ave.  to  end  of  line. 

NO.  I  B. 

East  bound  Madison  St  cars  receive  transfers  from  east  or  west  bound  Chi- 
cago Ave.  cars  at  Harlem  Ave.  and  Madison  St  and  from  north  or  south  bound 
48th  Ave.  cars  at  48th  Ave  and  Madison  St 

NO.  2  A. 

West  bound  Chicago  Ave.  cars  issue  transfers  to  west  bound  Lake  St.  cars 
at  Harlem  Ave.  and  Lake  St.,  to  east  bound  Lake  St.  cars  at  Harlem  Ave.  and 
Lake  St.  transfers  good  to  52d  St.  only,  to  east  bound  Madison  St  cars  at  Harlem 
and  Madison  St  and  to  west  bound  Madison  St.  cars  at  Desplaines  Ave.  and  Madi- 
son St 

NO.  2  B. 

West  bound  Chicago  Ave.  cars  receive  transfers  from  west  bound  Lake  St. 
cars  and  from  north  bound  48th  Ave.  cars  at  48th  Ave.  and  Lake  St.,  from  east  and 
west  bound  Lake  St.  cars  at  Harlem  Ave.  and  Lake  St.,  from  east  and  west  bound 
Madison  St.  cars  at  Madison  St.  and  Desplaines  Ave. 

NO.  2  A. 

East  bound  Chicago  Ave.  cars  issue  transfers  to  west  bound  Madison  St.  cars 
at  Desplaines  Ave.  and  Madison  St.,  to  east  bound  Madison  St.  cars  at  Harlem 
Ave.  and  Madison  St  to  west  bound  Lake  St  cars  good  to  Maywood,  to  east  bound 
Lake  St  cars  good  to  52d  St  oidy,  and  south  on  48th  Ave.  at  Lake  and  48th  Ave. 

NO.  2  B. 

East  bound  Chicago  Ave.  cars  receive  transfers  from  east  or  west  bound  Madi- 
son St  cars  at  Harlem  Ave.  and  Madison  St,  and  from  east  and  west  bound  Lake 
St.  cars  at  Lake  St  and  Harlem  Ave. 

NO.  3  A 

West  bound  Lake  St  cars  issue  transfers  tc  south  bound  48th  Ave.  cars  at 
48th  and  Madison  St,  to  north  bound  Chicago  Ave.  cars  at  Lake  and  48th,  to  south 


274 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


«.  u^^i^  Aw  and  Lake  St..  to  north  bound  Chicago 
bound  Chicago  Ave.  cars  at  Harlem  Ave.  and  '  p.  ^ 

Ave.  cars  at  Harlem  Ave.  and  Lake  St,  transfer  good  for  nde  east  to  Jr^nie  Ave. 

and  Chicago  Ave. 

NO.  3  B. 

West  bound  Lake  St  cars  receive  transfers  from  north  48th  Ave.  c^rs 

at  48th  and  Lake  St,  from  south  bound  Chicago  Ave.  cars  at  Harlem  Ave.  and 
Lake  St. 

NO.  3  A: 

East  bound  Lake  St.  cars  issue  transfers  to  north  or  south  bound  Chicago  Ave^ 
cars  at  Harlem  Ave.  and  Lake  St..  to  sooth  bound  48th  Ave.  cars  at  48th  Ave.  and 
Lake  St.*  or  48th  Ave.  and  Madison  St. 

NO.  3  B. 

V,^  hound  Lake  St  cars  receive  transfers  from  north  or  south  bound  Chi- 
cago^e.^rrs  at  Harlen,  Ave.  and  Lake  St.,  from  south  bound  ^icago  Av. 
r^th  Ave  and  Lake  St..  and  from  north  bound  48th  Ave.  cars  at  Madison  St  aiKl 
48lh  Avenue. 

TRANSm  POINTS  ON  UNES  TERMINATING  AT  CLYBOURN  STATION. 

NO.  I  A. 

South  bound  Clybourn  Ave.  cars  issue  transfers  to  west  bound  Division  St. 
cars,  and  Chicago  Ave.  cars  and  to  cast  or  west  bound  North  Ave.  cars. 

NO.  I  B. 

South  bound  Oybourn  Ave.  cars  receive  transfers  from  south  bound  South- 
port  Ave.  cars,  from  east  or  west  bound  North  Ave.  cars,  from  east  bound  Divis- 
ion St  cars,  Chicago  Ave.  cars  and  from  south  bound  Halsted  and  2ist  St.  cars 
and  f«Mn  Clybourn  Ave.  Electric  cars  at  Cable  station. 

NO.  2  A. 

North  bound  Clybourn  Ave.  cars  issue  transfers  to  west  bound  Chicago  Ave. 
cars,  Division  St.  cars  and  to  east  or  west  bound  North  Ave.  cars  and  to  electnc 
cars  north  of  cable  station,  to  north  bound  Halsted  St.  cars  and  to  north  bound 
Southport  Ave.  cars. 

NO.  2  B. 

North  bound  Clybourn  Ave.  cars  receive  transfers  from  east  bound  Chicago 
Ave.  cars  from  east  or  west  bound  North  Ave.  cars. 

TKANSFCR  POINTS  ON  UNES  TERMINATING  AT  DEVON  AVE.  STATION. 

NO.  I  A. 

South  bound  Halsted  and  2ist  St.  cars  issue  transfers  to  west  bound  Fullerton 
Ave.  cars,  Garfield  Ave.  cars,  to  east  bound  North  Ave.  cars  and  to  south  bound 
ayboum  Ave.  CaWe  cars.  See  special  transfer. 

NO.  I  B. 

South  bound  Halsted  and  21  st  St.  cars  transfer  from  N.  Halsted  Street  Exten- 
sion from  south  bound  Lincoln  Ave.  cars,  and  from  the  Fullerton- Van  Buren  cars 
at  Van  Buren  St. 

NO.  I  A. 

North  bound  Halsted  and  21st  St.  cars  issue  transfers  to  north  bound  Lincoln 
Ave.  Cable  cars  and  to  Halsted  St  Extension.  See  special  transfer. 


APPENDIX 


275 


NO.  I  B. 

North  bound  Halsted  St  cars  receive  transfers  from  west  bound  North  Ave. 
cars,  from  east  bound  Sedgwick  St.  cars,  from  east  bound  Fullerton  Ave.  cars  and 
from  north  bound  Clybourn  Ave.  cars. 

NO.  2  A. 

South  bound  Dark  St  electric  cars  issue  transfers  to  Southport  Ave.  cars, 
Sheffield  Ave.  cars  and  Limits  Cable  cars.  Also  accept  transfers  from  same  lines 
when  north  bound. 

NO.  3  A. 

South  bound  Sheffield  Ave.  cars  issue  transfers  to  Lincoln  Ave.  CMt  cars. 

NO.  3  B. 

South  bound  Sheffield  Ave.  cars  receive  transfers  from  south  bound  Clark  St. 
Electric  cars. 

NO.  3  A. 

North  bound  Sheffield  Ave.  cars  issue  transfers  to  north  bound  Clark  St  cars. 

NO.  3  B. 

North  bound  Sheffield  Ave.  cars  receive  transfers  from  Lincoln  Ave.  Cable 
cars  at  Cable  statimi. 

NO.  4  A. 

South  bound  Evanston  Ave.  cars  issue  transfers  to  Cable  cars  at  Cable  station. 
When  north  bound  accept  transfers  from  Cable  cars  at  Cable  station. 

NO.  5  A. 

South  bound  Ashland  Ave.  cars  issue  transfers  to  Lincoln  Ave.  Cable  cars 
at  Cable  station. 

NO.  5  B. 

South  bound  Ashland  Ave.  cars  receive  transfers  from  south  bound  Southport 
Ave  cars. 

NO.  s  A. 

North  bound  Ashland  Ave.  cars  issue  transfers  to  north  bound  Southport  Ave. 
cars. 

NO.  s  B. 

North  bound  Adiland  Ave.  cars  receive  transfers  from  Lincoln  Ave.  Cable 
cars  at  Cable  station. 

Na6A. 

South  bound  Fullerton- Van  Buren  St.  cars  issue  transfers  to  east  bound  North 
Ave.  cars,  south  bound  Clybourn  Ave.  cars,  and  to  Halsted  and  21st  St.  cars  at 
Van  Buren  St 

NO.  6  B. 

South  bound  Fullerton>Van  Buren  St  cars  receive  transfers  from  south  bound 
Lincdn  Ave.  cars. 

NO.  6  A. 

North  bound  Fullerton-Van  Buren  St  cars  issue  transfers  to  north  bound 
Lincoln  Ave.  cars. 

NO.  6  B. 

North  bound  Fullerton-Van  Buren  St  cars  receive  transfers  from  north  bound 
Dyboum  Ave.  cars. 


276  THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.  7  A. 

South  bound  Southport  Ave.  cars  issue  transfers  to  south  bound  Lincoln  Ave. 
cars,  and  to  south  bound  Oyboum  Ave.  cars. 

NO.  7  B. 

South  bound  Southport  Ave.  cars  receive  transfers  fr<nn  Clark  St  cars  and 
from  Gross  Park  cars  south  bound. 

NO.  7  A. 

North  bound  Southport  Ave.  cars  issue  transfers  to  north  bound  Gross  Park 
cars  at  Lincoln  Ave.  and  to  north  bound  Clark  St  cars. 

NO.  7  B. 

North  bound  Southport  Ave.  cars  receive  transfers  from  north  bound  Cly- 
boum  Ave.  cars  and  Lincoln  Ave.  cars. 

NO.  8  A. 

Passengers  boarding  Evanston  cars  at  or  south  of  Graceland  Ave.  are  entitled 
to  transfers  on  Halsted  and  2ist  St.  cars  and  to  Limits  Cable  cars  at  Cable  station. 

NO.  8  B. 

Passengers  boarding  Evanston  cars  at*  Limits  Cable  station  with  transfers  from 
CMt  cars  are  entitled  to  ride  as  far  as  Graceland  Ave.  without  paying  another 
fare,  same  privilege  extended  to  patrons  of  Halsted  St  cars  wishing  to  go  farther 
north  than  Clark  St  and  not  beyond  Graceland  Ave. 

SPECIAL. 

South  bound  Halsted  St  cars  receive  transfers  from  south  bound  Mil- 
waukee Ave.  cars  and  issue  a  transfer  ea.«t  on  Madison  St  on  either  a  cash  fare 
or  a  transfer.  Passenger  boarding  south  bound  Halsted  St  Electric  car  at  or 
south  of  Madison  St,  paying  cash  fare  or  transfer,  is  entitled  to  a  transfer  south  on 
Blue  Island  Ave.  North  bound  Halsted  St  cars  receive  transfers  from  Blue  Island 
Ave.,  entitling  passenger  to  a  ride  as  far  north  as  Madison  St  and  to  a  transfer 
east  on  Madison  St  Passenger  boarding  Halsted  St  car  at  or  north  of  Madi- 
smk  St,  paying  cash  fare  or  transfer,  is  entitled  to  a  transfer  north  on  Milwaukee 
Ave.  or  a  ride  as  far  north  as  Halsted  St  and  Graceland  Ave. 

TRANSFER  POINTS  ON  LINES  TERMINATING  AT  DIVISION  ST.  STATION. 

NO.  I  A. 

East  bound  W.  Chicago  Ave.  cars  issue  transfers  to  north  or  south  bound 
California  Ave.  cars,  transfers  accepted  at  Kedzie  Ave.  and  at  California  Ave.,  to 
north  or  south  bound  Western  Ave.  cars,  Robey  St  cars,  Paulina  St.  cars,  to  east 
bound  North  Side  Chicago  Ave.  cars,  at  California  Ave.,  to  south  bound  Des- 
plaines  and  Ginton  cars  at  Milwaukee  Ave.,  and  to  south  bound  Grand  Ave.  cars. 

NO.  I  B. 

East  bound  W.  Chicago  Ave  cars  receive  transfers  from  north  or  south  bound 
Kedzie  and  CaUfomia  Ave.  cars,  transfers  accepted  at  Kedzie  Ave.  and  at  Califor- 
nia Ave.,  from  north  or  south  bound  Western  Ave.  cars,  Robey  St.  cars,  Ashland 
Ave.  cars,  and  from  east  bound  North  Side  Chicago  Ave.  cars  at  Milwaukee  Ave. 


APPENDIX 


277 


NO.  I  A. 

West  bound  W.  Chicago  Ave.  cars  issue  transfers  to  north  or  south  bound  Ked- 
zie and  California  Ave.  cars,  transfers  accepted  at  Kedzie  Ave.  and  at  California 
Ave.  to  north  or  south  bound  Western  Ave.  cars,  Robey  St  cars,  and  Ashland  Ave. 
cars. 

NO.  I  B. 

West  bound  W.  Chicago  Ave.  cars  receive  transfers  from  north  or  south  bound 
Kedzie  and  California  Ave.  cars,  transfers  accepted  at  California  Ave.  and  at 
Kedzie  Ave.,  from  north  or  south  bound  Western  Ave.  cars,  Robey  St.  cars,  Ash- 
land Ave.  cars  from  west  bound  North  Side  Chicago  Ave.  cars  at  Milwaukee  Ave. 
from  north  bound  Desplaines  and  Clinton  cars  at  Milwaukee  Ave.  and  from  north 
bound  Grand  Ave.  cars. 

NO.  2  A. 

East  bound  West  Division  St.  cars  issue  transfers  to  north  or  south  bound  Cal- 
ifornia and  Kedzie  Ave.  cars,  to  north  or  south  bound  Western  Ave.  cars,  Robey  St. 
cars,  Ashland  Ave.  cars,  to  south  bound  Desplaines  and  Clinton  cars  at  Noble  St 

NO.  2  B. 

East  bound  W.  Division  St  cars  receive  transfers  from  north  or  south  bound 
California  Ave.  cars,  Western  Ave.  cars,  Robey  St  cars,  Ashland  Ave.  cars,  from 
east  bound  North  Side  Division  St.  cars  at  Milwaukee  Ave.,  and  from  Ea^  bound 
North  Side  Chicago  Ave.  cars  at  Milwaukee  Ave. 

NO.  2  A. 

West  bound  W.  Division  St.  cars  issue  transfers  to  north  or  south  bound  Ash- 
land Ave.  cars,  Robey  St.  cars,  Western  Ave.  cars,  and  California  Ave.  cars. 

NO.  2  B. 

West  bound  W.  Division  St.  cars  receive  transfers  from  north  bound  Des- 
plaines and  Clinton  cars  at  Milwaukee  Ave.  from  north  bound  Milwaukee  Ave. 
Cable  cars,  from  north  or  south  bound  Ashland  Ave.  cars,  Robey  St  cars,  and 
Western  Ave.  cars  and  from  west  bound  W.  Chicago  Ave.  cars  at  Milwaukee  Ave. 

TKANSFIS  POINTS  ON  UNES  TERMINATING  AT  ELSTON  AVE.  STATION. 

NO.  I  A. 

North  bound  Elston  Ave.  cars  issue  transfers  to  east  or  west  bound  Belmont 
Ave.  cars  and  to  the  Crawford  Ave.  Extension. 

NO.  I  B. 

North  bound  Elston  Ave.  cars  receive  transfers  from  east  or  west  bound  Bel- 
mont Ave.  cars. 

NO.  I  A. 

South  bound  Elston  Ave.  cars  issue  transfers  to  east  or  west  bound  Belmont 
Ave.  cars. 

NO.  I  B. 

South  bound  Elston  Ave.  cars  receive  transfers  from  Crawford  Ave.  Exten- 
sion and  from  east  or  west  bound  Belmont  Ave.  cars. 

NO.  2  A. 

West  bound  Belmont  Ave.  cars  issue  transfers  to  north  or  south  bound  Elston 
Ave.  cars. 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.  2  B. 

West  bound  Belmont  Ave.  cars  receive  transfers  from  north  or  south  bound 
Elston  Ave.  cars. 

NO.  2  A. 

East  bound  Belmont  Ave.  cars  issue  transfers  to  north  or  south  bound  Elston 
Ave.  cars. 

NO.  2  B. 

East  bound  Belmont  Ave.  cars  receive  transfers  from  north  or  south  bound 
Elston  Ave.  cats, 

NO.  3  A. 

Crawford  Ave.  cars  receive  and  issue  transfers  to  and  from  Elston  Ave.  cars. 

HANSFER  POINTS  ON  UNES  TERMINATING  AT  S.  HALSTED  ST.  STATION. 

NO.  I  A. 

North  bound  S.  Halsted  St.  Cable  care  issue  transfers  to  east  or  west  bound 
Canalport  Ave.  cars,  i8th  St  cars,  to  west  bound  14th  St.  cars,  14th  St  cars,  Taylor 
St  cars,  Harrison  St  cars  and  Van  Buren  St  cars. 

NO.  I  B. 

North  bound  S.  Halsted  St  Cable  cars  receive  transfers  from  Chicago  City  Ry. 
Ca  cars  at  Cable  sUtion,  from  east  bound  Canalport  Ave.  cars,  from  east  or  west 
bound  i8th  St  cars,  from  east  bound  St  cars  and  lath  St  cars,  from  east  or 
west  bound  Taylor  St.  cars. 

NO.  I  A. 

South  bound  S.  Halsted  St  Cable  cars  issue  transfers  to  west  bound  Taylor  St 
cars,  I2th  St  cars,  14th  St  cars,  to  east  or  west  bound  i8th  St  cars,  to  west  bound 
Canalport  Ave.  cars. 

NO.  I  a 

South  bound  S.  Halsted  St  Cable  cars  receive  transfers  from  east  bound  Van 
Buren  St  cars,  Harrison  St  cars,  from  east  or  west  bound  Taylor  St  cars,  from 
east  boimd  12th  St  cars,  from  east  or  west  bound  14^  St  cars,  i8th  St  cars,  and 
fn»n  east  bound  Canalport  Ave.  cars. 

flANSraa  PmNTS  ON  UNES  TERMINATING  AT  KEDZIE  AVE.  STATION. 

NO.  I  A. 

East  bound  Van  Buren  St.  cars  issue  transfers  to  north  or  south  bound 
Western  Ave.  cars.  Robey  St.  cars,  Paulina  St  cars.  Center  Ave.  cars,  and  to 
south  bound  S.  Halsted  St.  Cable  cars. 

East  bound  Van  Buren  St.  cars  receive  transfers  from  north  or  south  bound 
Kedzie  Ave.  cars.  Western  Ave.  cars,  Robey  St.  cars,  Paulina  St  cars.  Center  Ave. 
cars,  and  from  east  bound  Ogden  Ave.  cars. 

NO.  I  A. 

West  bound  Van  Buren  St.  cars  issue  transfers  to  north  or  south  bound  Kedzie 
Ave.  cars.  Western  Ave.  cars,  Robey  St  cars,  Paulina  St  cars.  Center  Ave.  cars, 
and  to  west  bound  Ogden  Ave.  cars. 

NO.  I  B. 

West  bound  Van  Buren  St  cars  receive  transfers  from  north  or  south  bound 
Western  Ave.  cars,  Rob^  St  cars,  Paulina  St  cars.  Center  Ave.  cars,  and  from 
north  bound  S.  Halsted  St.  Cable  cars. 


APPENDIX 


279 


NO.  2  A. 

East  bound  Harrison  St.  cars  issue  transfers  to  north  or  south  bound  Western 
Ay^^rXt^St^^^^  Paulina  St  cars,  Center  Ave.  cars,  and  to  south  bound 
S.  Halsted  St  Cable  cars. 

NO.  2  B. 

E«t  bound  Harrison  St.  cars  receive  transfers  from  north  or  sontl,  bound 
KedzlrkirTr,  Western  Ave.  cars.  Robey  St  cars.  Pauhna  St  cars  a.td  Center 

.  NO.  2  A. 

West  bound  Harrison  St  cars  iSsue  transfers  to  north  or  south  hound  Kedz.e 
Ave.  cT,^,  W^em  Ave.  cars.  Robey  St  cars,  Paulina  St  cars  attd  Cettter  Ave. 

NO.  2  B. 

West  bound  Harrison  St  cars  receive  transfers  from  north  or  south  hound 
Wesu™  Ave  cars.  Robey  St  cars.  Patdina  St  cars.  CenUr  Ave.  cars,  and  from 
north  bound  S.  Halsted  St  CaMe  cars. 

NO.  3  A. 

East  hound  Colorado  Ave.  cars  issue  transfers  to  north  or  south  bound  Cali- 
fornia Ave.  cars  and  to  east  bound  Madison  St  cars. 

NO.  3  B. 

East  bound  Colorado  Ave.  cars  receive  transfers  from  north  or  south  bound 
Kedzie  Ave.  cars. 

NO.  3  A. 

West  bound  Colorado  Ave.  cars  issue  transfers  to  north  or  south  bound  Ked- 
zie Ave.  «r^  ^  g 

West  bound  Colorado  Ave.  cars  receive  transfers  from  west  tound  Madison 
St  cars  and  from  north  or  south  hound  Kedzie  Ave.  cars. 

NO.  4  A. 

South  bound  Kedzie  Ave.  cars  issue  transfers  to  east  or 
cars,  Colorado  Ave.  cars,  Madison  St.  cars.  Lake  St.  cars.  '^'^^'^Yu  J  -  Z  s^  l  f. 
Avt  cars  North  Ave  cars,  Armitage  Ave.  cars,  to  east  bound  Harnson  St^  cars 
vZ  Bu^  St  cars.  Division  St  cars,  FuUerton  Ave.  cars,  and  to  east  and  west 
bound  Desplaines  and  Qinton  cars  at  North  Ave. 

NO.  4  B. 

South  bound  Kedzie  Ave  cars  receive  transfers  from  east  or  west  h^vnd  Col- 
orado Ave.  cars,  Madison  St  cars.  Lake  St  cars.  Ch.cago  Ave  ^»  • 
cars  North  Ave  cars.  Atmitage  Ave  cars.  FuUerton  Ave  cars,  D.x.s.on  St.  cars 
On  ihe  ^vision  St  c;rs  and  on  the  Chicago  Ave  ^!.Xt  "bu 

w,rth  and  west  side  lines.  Al«)  receive  transfers  from  Harrtson  St.  and  Van  Buren 
St  cars  and  from  east  and  west  bound  Desplaines  and  CluUon  cars. 

NO.  4  A. 

North  bound  Kedz.e  Ave  cars  issue  ti«.»fers  to  east  and  west  "'''^ 
cars,  Colorado  Ave  cars,  Madison  St,  cars.  U*e  St  cars,  a>'<=>f°  ^ve  «r| 
Ave.  cars.  North  Ave.  cars,  Armitage  Ave  cars,  to  east  bound  Harrison  St  ai^ 
Van  Buren  St.  cars,  Division  St  cars.  FuUerton  Ave  cars  and  to  east  and  west 
bound  Desplaines  and  Qinton  cars  at  North  Ave 


280  THE  CHICAGO  TRANSPORTATION  PROBLEM  , 

NO.  4  B. 

North  bound  Kedzie  Ave.  cars  receive  transfers  from  east  or  west  bound 
Colorado  Ave.  cars,  Madison  St  cars,  Lake  St.  cars,  Chicago  Ave.  cars,  Grand 
Ave.  cars.  North  Ave.  cars,  Armitage  Ave.  cars.  Fullerton  Ave.  cars.  Division  St 
cars.  On  the  Division  St.  cars  and  on  the  Chicago  Ave.  cars  transfers  are  good 
on  both  north  and  west  side  lines.  Also  receive  transfers  from  Harrison  St  and 
Van  Buren  St.  cars  and  from  east  and  west  bound  Desplaines  and  Clinton  cars. 
North  bound  Kedzie  Ave.  cars  receive  transfers  from  east  and  west  bound  I2th 
St  cars. 

TKANSFER  POINTS  ON  UNES  TERMINATING  AT  LARRABEE  ST.  STATION. 

NO.  I  A. 

West  bound  North  Ave.  cars  issue  transfers  to  north  or  south  bound  Wells  St. 
ears,  Sedgwick  St.  cars,  Larrabee  St  cars,  Clyboum  Ave.  cars,  Ashland  Ave.  cars, 
Robey  St  cars.  Western  Ave.  cars,  California  Ave.  cars  and  to  north  bound  Hal- 
sted  St  cars. 

NO.  I  B. 

West  bound  North  Ave.  cars  receive  transfers  from  north  or  south  bound 
California  Ave.  cars.  Western  Ave.  cars,  Robey  St.  cars,  Ashland  Ave.  cars,  Cly- 
boum  Ave.  cars,  Larrabee  St.  cars,  Sedgwick  St.  cars,  Wells  St.  cars,  Clark  St. 
cars,  and  from  north  bound  Milwaukee  Ave.  cars. 

NO.  I  jV 

East  bound  North  Ave.  cars  issue  transfers  to  north  or  south  bound  California 
Ave.  cars.  Western  Ave.  cars,  Robey  St.  cars,  Ashland  Ave.  cars,  Clyboum  Ave. 
ears,  Larrabee  St.  cars,  Sedgwick  St.  cars,  Wells  St  cars,  Clark  St.  cars,  and  to 
south  bound  Milwaukee  Ave.  cars.  Passnegers  presenting  transfers  from  Califorirfa 
Ave.  cars  and  Western  Ave.  cars  are  entitled  to  transfers  south  on  Milwaukee  Ave. 
Passengers  presenting  transfers  from  Milwaukee  Ave.  cars  to  west  bound  North 
Ave.  cars  are  entitled  to  transfers  north  or  south  on  Western  Ave.  cars  and  Califor- 
nia Ave.  cars. 

NO.  I  B. 

East  bound  North  Ave.  cars  receive  transfers  from  north  or  south  bound  Cali- 
fornia Ave.  cars,  Western  Ave.  cars,  Robey  St.  cars,  Ashland  Ave.  cars,  Clybourn 
Ave.  cars,  Larrabee  St.  cars,  Sedgwick  St  cars  and  from  south  bound  Halsted  St 
cars. 

NO.  2  A. 

West  bound  Chicago  Ave.  cars  issue  transfers  to  north  or  south  bound  Wells 
St.  cars,  Ashland  Ave.  cars,  Robey  St.  cars,  Western  Ave.  cars,  California  Ave. 
cars  and  west  on  Chicago  Ave.  at  Milwaukee  Ave. 

NO.  2  B. 

West  bound  Chicago  Ave.  cars  receive  transfers  from  north  bound  Milwaukee 
Ave.  cars,  from  north  bound  Desplaines  and  Ginton  cars  at  Milwaukee  Ave.,  from 
north  or  south  bound  Ashland  Ave.  cars,  Robey  St  cars.  Western  Ave.  cars,  from 
north  bound  Division  St.  cars  at  Milwaukee  Ave.,  from  north  and  south  bound 
Wdls  St  Cable  cars,  and  from  north  and  south  bound  Qyboum  Ave.  cars. 

NO.  2  A. 

East  bound  Chicago  Ave.  cars  issue  transfers  to  north  or  south  bound  Ash- 
fend  Ave.  cars,  Robey  St  cars,  Western  Ave.  cars  and  to  south  bound  west  side 


APPENDIX 


281 


Chicago  Ave.  cars,  to  south  bound  Milwaukee  Ave.  Cable  cars,  to  Desplaines  and 
Clinton  cars  and  Division  St.  cars  at  Milwaukee  Ave.  and  north  or  south  bound 
Wells  St,  Lincoln,  Limits  and  Clybourn  Ave.  Cable  cars. 

NO.  2  B. 

East  bound  Chicago  Ave.  cars  receive  transfers  from  north  or  south  bound 
Ashland  Ave.  cars,  Robey  St.  cars.  Western  Ave.  cars,  California  Ave.  cars  and 
from  east  bound  west  side  Chicago  Ave.  cars  at  California  Ave. 

NO.  3  A. 

North  bound  Larrabee  St.  cars  issue  transfers  to  east  or  west  bound  North 
Ave.  cars,  to  north  bound  Lincoln  Ave.  cars  and  to  west  bound  Fullerton  Ave. 
cars, 

NO.  3  A. 

South  bound  Larrabee  St  cars  issue  transfers  to  south  bound  Lincoln  Ave. 
cars,  and  from  east  or  west  bound  North  Ave.  cars.  . 

NO.  3  B. 

South  bound  Larrabee  St.  cars  receive  transfers  from  south  bound  Lincoln 
cars,  and  to  east  or  west  bound  North  Ave.  cars. 

NO.  4  A. 

North  bound  Sedgwick  St.  cars  issue  transfers  to  east  or  west  bound  North 
Ave.  cars  and  to  Lincoln  Ave.  Cable  cars. 

NO.  4  B. 

North  bound  Sedgwick  St.  cars  receive  transfers  from  east  or  west  bound 
North  Ave.  cars,  from  north  bound  Lincoln  Ave.  cars,  from  south  bound  Halsted 
St  cars,  and  irom  east  bound  Division  St  cars  at  Sedgwick  and  Division  St 

NO.  4  A. 

South  bound  Sedgwick  St.  cars  issue  transfers  to  north  bound  Halsted  St 
cars,  to  south  bound  Lincoln  Ave.  cars,  to  east  or  west  bound  North  Ave.  cars, 
and  to  west  bound  Division  St  cars. 

NO.  4  B. 

South  bound  Sedgwick  St.  cars  receive  transfers  from  south  bound  Lincoln 
Ave.  cars,  from  east  or  west  bound  North  Ave.  cars  and  from  east  bound  Division 
St  cars. 

NO.  5  A. 

State  St  cars  issue  transfers  to  Qark  St.  cars  at  Division  and  Clark  St;  also 
receive  transfers  from  Clark  St  cars  at  same  point 

NO.  6  A. 

South  bound  Clybourn  Ave.  Electric  cars  issue  transfers  to  east  or  west 
bound  Fullerton  Ave.  cars  and  to  Clyboum  Ave.  Cable  cars  at  CaMe  station. 

NO.  6  B. 

North  bound  Clyboum  Ave.  Electric  cars  receive  transfers  from  Clyboum 

Ave.  Cable  cars  and  from  either  east  or  west  Fullerton  Ave  cars. 


282  THE  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  7  A. 

East  bound  Fullertoh  Ave.  cars  issue  transfers  to  south  bound  Robey  St  cars, 
to  north  bound  Clyboume  Ave.  cars,  to  south  bonnd  Lincc^n  Ave.  cars,  to  north 
bound  Halsted  St  cars,  to  north  or  south  bound  California  Ave.  cars. 

NO.  7  B. 

East  bound  Fiillerton  Ave.  cars  receive  transfers  from  north  bound  Robey  St. 
cars,  and  from  south  bound  Clybourne  Ave.  cars,  from  north  or  south  bound  Cah- 
fornia  Ave.  cars. 

NO.  7  A. 

West  bound  Fullerton  Ave.  cars  issue  transfers  to  Robey  St.  cars,  to  north 
bound  Clybourn  Ave.  cars,  and  to  north  or  south  bound  Cahfornia  Ave.  cars. 

NO.  7  B. 

West  bound  Fullerton  Ave.  cars  receive  transfers  from  north  bound  Lincoln 
Ave.  cars,  Larrabee  St  cars,  from  south  bound  Halsted  St  cars,  and  from  north 
bound  Robey  St  cars  and  from  south  bound  Oyboum  Ave.  cars. 

NO.  8  A. 

West  bound  Division  St.  cars  issue  tran.'-fers  to  north  or  south  bound  Ashland 
Ave.  cars,  Robey  St.  cars.  Western  Ave.  cars  and  California  Ave.  cars. 

NO.  8  B. 

West  bound  Division  St  cars  receive  transfers  from  north  or  south  bound 
Ashland  Ave.  cars,  Robey  St  cars.  Western  Ave.  cars,  California  Ave.  cars,  Sedg- 
wick St.  cars  and  from  north  and  south  bound  Gyboum  Ave.  and  from  north 
bound  Milwaukee  Ave.  cars. 

NO.  8  A. 

East  bound  Divisi(Hi  St.  cars  issue  transfers  to  north  or  south  bound  Western 
Ave.  cars,  Robey  St  cars,  Ashland  Ave.  cars,  to  south  bound  Milwaukee  Ave. 
cars,  Qyboume  Ave.  cars  and  to  north  or  south  bound  Sedgwick  Ave.  cars. 

NO.  8  B. 

East  bound  Division  St.  cars  receive  transfers  from  north  or  south  bound 
Ashland  Ave.  cars,  Robey  St.  cars.  Western  Ave.  cars  and  California  Ave.  cars. 

ntANSFES  POINTS  ON  ONES  TERMINATING  AT  LIMITS  STATION. 

NO.  I  A. 

South  bound  Clark-Limits  cars  issue  transfers  to  west  bound  North  Ave.  cars, 
to  State  St.  cars  at  Clark  and  Division  St.  and  to  west  bound  Indiana  St.  cars. 

NO.  I  B. 

South  bound  Clark-Limits  cars  receive  transfers  from  lines  north  of  Cable 
station  and  from  North  Ave.  cars. 

NO.  I  A. 

North  bound  Clark-Limits  cars  issue  transfers  to  west  bound  North  Ave.  cars 
and  to  lines  north  of  Cable  station. 

NO.  I  B. 

North  bound  Clark-Limits  cars  receive  transfers  from  east  bound  Indiana  St. 
cars,  from  State  St.  cars  at  Clark  and  Division  St  and  from  North  Ave.  cars. 


APPENDIX 


283 


NO.  2  A. 

South  bound  Wells-Limits  cars  issue  transfers  to  west  bound  North  Ave.  cars 
and  Chicago  Ave.  cars. 

NO.  2  B. 

South  bound  Wells-Limits  cars  receive  transfers  from  lines  north  of  Cable 
station  and  from  east  bound  North  Ave.  and  Chicago  Ave.  cars. 

NO.  2  A. 

North  bound  Weils-Limits  cars  issue  transfers  to  west  bound  Chicago  Ave. 
cars,  and  North  Ave.  cars  and  to  lines  north  of  Cable  station. 

NO.  2  B. 

North  bound  Wells-Limits  cars  receive  transfers  from  east  bound  Chicago  Ave. 
cars  and  North  Ave.  cars. 

TRANSFER  POINTS  ON  LINES  TERMINATING  AT  UNCOLN  AVE.  STATION. 

NO.  I  A. 

South  bound  Clark-Lincoln  Ave.  cars  issue  transfers  to  south  bound  Halsted 
St.  cars,  Larrabee  St.  cars,  Sedgwick  St.  cars,  to  North  Ave.  cars,  to  StMte  St  cars 
at  Clark  and  Division  St  and  to  west  bound  Indiana  St.  cars. 

NO.  I  B. 

South  bound  Clark-Lincoln  Ave.  cars  receive  transfers  from  cars  north  of 
Cable  station,  at  Fullerton  Ave.  from  east  bound  Larrabee  St.  cars,  at  Webster 
Ave.,  from  east  bound  Sedgwick  St.  cars  and  from  North  Ave.  cars. 

NO  I  A. 

North  bound  Clark-Lincohi  Ave.  cars  issue  transfers  to  North  Ave.  cars,  to 
west  bound  Sedgwick  St.  cars  at  Garfield  Ave.,  to  west  bound  Larrabee  St.  cars 
and  W.  Fullerton  Ave.,  and  to  lines  north  of  Cable  station. 

NO.  I  B. 

North  bound  Clark-Lincoln  cars  receive  transfers  from  east  bound  Indiana 
St.  cars,  from  State  St.  cars  at  Clark  and  Division  St.,  from  North  Ave.  cars,  from 
Sedgwick  St.  cars  at  Garfield  Ave.,  from  Larrabee  St.  cars  at  Lincoln  Ave.  and 
Larrabee  St,  from  north  bound  Halsted  St  cars  at  Fullerton  Ave. 

NO.  2  A. 

South  bound  Wells-Lincoln  Ave.  cars  issue  transfers  to  south  bound  Halsted 
St.  cars.  Larrabee  St.  cars,  Sedgwick  St.  cars,  to  west  bound  North  Ave.  and  Chi- 
cago Ave.  cars. 

NO.  2  B. 

South  bound  Wells-Lincoln  Ave.  cars  receive  transfers  from  lines  north  of 
Cable  station,  from  Fullerton  Ave.  cars,  Larrabeet  St.  cars,  Sedgwick  St.  cars,  from 
east  bound  North  Ave.  cars,  and  from  east  bound  Chicago  Ave.  cars. 

NO.  2  A. 

North  bound  Wells-Lincoln  Ave.  cars  issue  transfers  to  west  bound  Chicago 
Ave.  cars,  North  Ave.  cars,  to  Sedgwick  St  cars,  to  Larrabee  St  and  W.  Fullerton 
Ave.  cars  and  to  lines  north  of  Cable  statioa 


884  THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.  2  B. 

North  bound  Lincoln-Wells  cars  receive  transfers  from  east  bound  Chicago 
Ave.  cars,  North  Ave.  cars,  from  north  bound  Sedgwick  St  cars,  Larrabee  St.  cars 
and  Halsted  St  cars. 

imANSFER  POINTS  ON  LINES  TERMINATING  AT  LAWNDALB  STATION. 

NO.  I  A. 

West  bound  Ogden  Ave.  cars  issue  transfers  to  north  or  south  bound  Center 
Ave.  cars,  to  south  bound  Robey  St.  cars,  to  west  bound  12th  St  cars,  to  south 
bound  Western  Ave.  cars,  and  to  north  bound  40th  Ave.  cars. 

NO.  I  B. 

West  bound  Ogden  Ave.  cars  receive  transfers  from  north  or  south  bound 
Center  Ave.  cars,  from  west  bound  Madis<Mi  St  cars,  from  south  bound  Ashland 
Ave.  cars,  from  south  bound  Robey  St.  cars,  from  west  bound  Van  Buren  St  cars, 
from  north  or  south  bound  Western  Ave.  cars,  and  from  west  bound  12th  St  cars! 

NO.  I  A. 

East  bound  Ogden  Ave.  cars  issue  transfers  to  north  or  south  bound  Western 
Ave.  cars,  to  east  bound  12th  St  cars,  to  north  bound  Robey  St.  cars,  to  east  bound 
Van  Buren  St  cars,  to  north  or  south  bound  Ashland  Ave.  cars,  to  east  bound 
Biadison  St  cars,  and  to  north  or  south  bound  Center  Ave.  cars. 

NO.  I  B. 

East  bound  Ogden  Ave.  cars  receive  transfers  from  40th  Ave.  cars,  from  north  or 
south  bound  Western  Ave.  cars,  from  west  bound  12th  St.  cars,  from  north  bound 
Robey  St.  cars,  from  north  or  south  bound  Paulina  St.  cars  and  Sangaman  St  cars. 

NO.  2  A. 

West  bound  12th  St.  cars  issue  transfers  to  west  bound  14th  St  cars,  to  noith 
or  south  bound  Center  Ave.  cars,  Ashland  Ave.  cars,  Robey  St  cars,  to  south 
bound  Ogden  Ave.  cars,  to  north  or  south  bound  Western  Ave.  cars,  to  north 
bound  Kedzie  Ave.  cars,  and  to  south  bound  40th  Ave.  cars. 

NO.  2  B. 

West  bound  12th  St  cars  receive  transfers  from  west  bound  14th  St.  cars, 
from  north  bound  Canal  St  cars,  from  north  or  south  bound  S.  Halsted  St. 
Cable  cars,  from  S<Mith  bound  Blue  Island  Ave.  cars,  from  north  or  south  bound 
Center  Ave.  cars,  A^land  Ave.  cars,  Robey  St  cars,  from  west  bound  Ogden  Ave. 
cars,  from  north  or  south  bound  Western  Ave.  cars  and  from  south  bound  Kedzie 
Ave.  cars. 

NO.  2  A. 

East  bound  12th  St  cars  issue  transfers  to  north  bound  Kedzie  Ave.  cars,  to 
north  or  south  bound  Western  Ave.  cars,  to  north  bound  Ogden  Ave.  cars,  to  nortli 
or  south  bound  Robey  St  cars,  Ashland  Ave.  cars.  Center  Ave.  cars,  to  north  bound 
Blue  Ishnd  Ave.  cars,  to  north  or  south  bound  S.  Halsted  St.  Cable  cars,  to  south 
bound  Canal  St  cars,  to  east  bound  14th  St  cars. 

NO.  2  B. 

East  bound  12th  St.  cars  receive  transfers  from  40th  Ave.  cars,  from  Kedzie 
Ave.  cars,  from  north  or  south  bound  Western  Ave.  cars,  from  north  bound  Ogden 
Ave.  cars,  from  north  or  south  bound  Robey  St.  cars,  Ashland  Ave.  cars.  Center 
Ave.  cars,  and  from  east  bound  14th  St  cars. 


APPENDIX 


NO.  3  A. 

North  bound  40th  Ave.  cars  issue  transfers  to  east  bound  12th  St  cars,  south 
bound  40th  Ave.  cars  issue  transfers  east  on  Ogden  Ave.,  also  receive  transfers 
from  west  bound  12th  St  cars,  and  receive  transfers  {rom  Ogden  cars. 

NO.  4  A. 

West  bound  14th  St.  cars  issue  transfers  to  west  bound  12th  St.  cars,  to  north 
or  south  bound  S.  Halsted  St.  Cable  cars.  Center  Ave.  cars,  Ashland  Ave.  cars, 
to  north  bound  Robey  St.  cars. 

NO.  4  B. 

West  bound  14th  St.  cars  receive  transfers  from  west  bound  12th  St  cars, 
from  north  or  south  bound  S.  Halsted  St.  Cable  cars,  Center  Ave.  cars,  from  south 
bound  Blue  Island  Ave.  cars,  from  north  or  south  bound  Ashland  Ave.  cars. 

NO.  4  A. 

East  bound  14th  St  cars  issue  transfers  to  north  or  south  bound  Ashland 
Ave.  cars,  Center  Ave.  cars,  to  north  bound  Blue  Island  Ave.  cars,  to  north  or 
south  bound  S.  Halsted  St.  Cable  cars,  to  east  bound  12th  St  cars. 

NO.  4  B. 

East  bound  14th  St.  cars  receive  transfers  from  Robey  St.  cars,  from  north  or 
south  bound  Ashland  Ave.  cars,  Center  Ave.  cars,  from  north  bound  Blue  Island 
Ave.  cars,  from  north  or  south  bound  S.  Halsted  St.  Cable  cars,  from  east  bound 
I2th  St  cars. 

TOANSFER  POINTS  OF  LINES  OF  C.  C.  T.  Ca  TBRlfUfATING  AT  LAWNDALB  STATION. 

NO.  5  A. 

West  bound  12th  St.  cars  issue  transfers  north  or  south  on  48th  Ave. 

NO.  5  B. 

West  bound  12th  St.  cars  receive  transfers  from  north  or  south  bound  48th 
Ave.  cars. 

NO.  5  A. 

East  bound  12th  St.  cars  issue  transfers  to  north  or  south  bound  48th  Ave. 
cars.  East  bound  I2th  St  cars  receive  transfers  from  north  or  south  bound  48th 
Ave.  cars. 

NO.  6  A. 

West  bound  Berwvn  cars  issue  transfers  to  north  or  south  bound  48th  Ave. 
cars. 

NO.  6  B. 

West  bound  Berwyn  cars  receive  transfers  from  north  or  south  bound  48th 
Ave.  cars. 

NO.  6  A. 

East  bound  Berwyn  cars  issue  transfers  to  north  or  south  bound  48th  Ave.  cars. 

NO.  6  B. 

East  bound  Berwyn  cars  receive  transfers  from  north  or  south  bound  48th 
Ave.  cars. 

NO.  7  A. 

South  bound  48th  Ave.  cars  issue  transfers  to  east  or  west  bound  Madison 
St  cars,  I2th  St  cars,  and  to  east  or  west  bound  Berwyn  cars. 


286 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.  7  B. 

South  bound  48th  Ave.  cars  receive  transfers  from  Chicago  Ave.  cars  at  Lake 
and  48tli  Ave.  and  from  east  bound  Lake  St  cars  at  same  point,  from  east  or  west 
bound  Madison  St,  12th  St  cars  and  Berwyn'  cars,  and  from  west  bound  Lake  St. 
cars  at  48th  Ave.  and  Madison  St. 

NO.  7  A. 

North  bound  48th  Ave.  cars  issue  transfers  to  east  or  west  bound  Berwyn  cars, 
I2th  St.  cars  and  Madison  St.  cars,  to  west  bound  Lake  St  cars  at  Lake  and  48th 
Ave.,  to  north  bound  Chicago  Ave.  cars  at  same  point  and  to  east  bound  Lake  St 
cars  and  Madison  and  48th  Ave. 

NO.  7  B. 

North  bound  48th  Ave.  cars  receive  transfers  from  east  or  west  bound  Berwyn 
cars;  lath  St  cars  and  Madison  St  cars  to  Lake  St.  only. 

TRANSFER  POINTS  ON  LINES  TERMINATING  AT  MADISON  AND  4OTH  ST.  STATION. 

NO.  I  A. 

East  or  west  bound  Madison  St  cars  issue  transfers  to  north  or  south  bound 
Sangamon  St  cars,  Paulina  St  cars,  Robey  St.  cars.  Western  Ave.  cars  and  Kedzie 
Ave.  cars.  West  bound  Madison  St  cars  issue  transfers  to  west  bound  Ogden  and 
Colorado  Ave.  cars. 

SPfiCIAL. 

East  bound  Madiscm  St  cars  receive  transfers  from  north  or  south  bound 
Halstcd  St.  cars,  west  bound  Madison  St  cars  issue  transfers  to  north  or  south 
Halsted  St  cars. 

NO.  I  B. 

East  and  west  bound  Madison  St  cars  receive  transfers  from  north  or  south 
bound  Sauigamon  St  cars,  Paulina  St  cars,  Robey  St.  cars,  Western  Ave.  cars, 
and  Kedzie  Ave.  cars.  When  east  bound  receive  transfers  from  east  bound  Ogden 
Ave.  and  Co]<Mrado  Ave.  cars. 

TtANSm  POINTS  ON  UNES  TEKMINATING  AT  MILWAUKEE  AVE.  STATION. 

NO.  I  A. 

North  bound  Milwaukee  Ave.  cars  issue  transfers  to  west  bound  Armitage 
Ave.  cars,  to  Milwaukee  Ave.  Ex.,  to  north  bound  Western  Ave.  cars,  to  west 
bound  North  Ave.  cars,  to  north  bound  Robey  St.  cars,  to  west  bound  Desplaines 
and  Clinton  cars,  at  Noble  St.,  to  west  bound  Desplaines  and  Clinton  cars  at  North 
Ave.,  to  west  bound  North  and  west  side  Division  and  Chicago  Ave.  cars.  See 
special. 

NO.  I  B. 

South  bound  Milwaukee  Ave.  cars  receive  transfers  from  Armitage  Ave.  cars, 
from  Milwaukee  Ave.  Ex.,  from  south  bound  Western  Ave.  cars,  from  east  bound 
North  Ave.  cars,  from  south  bound  Robey  St.  cars,  from  east  bound  Desplaines  and 
Clinton  cars  at  North  Ave.,  from  south  bound  Desplaines  and  Clinton  cars,  at 
Noble  St,  from  east  bound  north  side  Division  St  and  Chicago  Ave.  cars. 

NO.  a  A. 

Milwaukee  Ave.  Ex.  receives  and  issues  transfers  to  and  from  Milwaidcee  Ave. 
Cable  cars. 


APPENDIX 


287 


NO.  3  A. 

West  bound  Armitage  Ave.  cars  issue  transfers  to  north  or  south  bound  Cali- 
fornia Ave.  cars.  Also  receive  transfers  from  north  or  south  bound  California 
Ave.  cars  and  from  Cable  cars  at  Cable  station. 

NO.  3  B. 

East  bound  Armitage  Ave.  cars  issue  transfers  to  north  or  south  bound  Cali- 
fornia Ave.  cars  and  to  Milwaukee  Ave.  Cable  cars.  Also  receive  transfers  from 
north  or  south  bound  California  Ave.  cars. 

NO.  4  A. 

South  bound  Desplaines  and  Clinton  cars  issue  transfers  to  south  bound  Mil- 
waukee Ave.  cars  at  North  Ave.  and  again  at  Noble  St.,  to  north  and  south  bound 
California  Ave.  cars,  Western  Ave.  cars  and  Robey  St.  cars. 

NO.  4  B. 

South  bound  Desplaines  and  Clinton  cars  receive  transfers  from  east  lx)und 
Indiana  St.  cars  at  Milwaukee  Ave.,  from  east  bound  Grand  Ave.  care  at  Milwau- 
kee Ave.,  from  north  or  south  bound  Robey  St  cars  at  North  Ave.,  and  from  east 
bound  north  or  west  side  Chicago  Ave.  cars  at  Milwaukee  Ave.,  from  north  and 
south  bound  California  Ave.  cars  and  Western  Ave.  cars  at  North  Ave.  and  from 
east  bound  W.  Division  St.  cars. 

North  bound  Desplaines  and  Clinton  cars  receive  transfers  from  north  bound 
Milwauke  Ave.  cars  at  Noble  St.  and  again  at  North  Ave.  from  north  and  south 
bound  Robey  St.  cars,  California  Ave.  cars  and  Western  Ave.  cars  at  North  Ave. 

NO.  4  A. 

North  bound  Desplaines  and  Clinton  cars  issue  transfers  to  west  bound  Grand 
Ave.  cars  at  Milwaukee  Ave.,  to  west  bound  Indiana  St.  cars  at  same  place,  to 
north  and  south  bound  Robey  St  cars,  California  Ave.  cars,  Western  Ave.  cars  and 
to  west  bound  north  and  west  side  Chicago  Ave.  cars  at  Milwaukee  Ave.,  to 
west  bound  Division  St  cars  at  Milwaukee  Ave. 

SPECIAL. 

East  bound  Milwaukee  Ave.  cars  issue  transfers  to  south  bound  Halsted  St. 
cars,  north  bound  Milwaukee  Ave.  cars  receive  transfers  from  north  bound  Halsted 
St.  cars.  Halsted  St.  conductors  issue  transfers  at  this  point  providing  fpassenger 
boards  cars  at  or  north  of  Madison  St  paying  cash  fare  or  transfer. 

TKANSPER  POINTS  ON  UNES  TEKMINATING  AT  NOBLE  STATION. 

NO.  I  A. 

North  and  south  bound  Ashland  Ave.  cars  issue  transfers  to  east  or  west  bound 
North  Ave.  cars,  to  North  and  West  Side  Division  and  Chicago  Ave.  cars,  to  east 
bound  Sangamon  and  Center  Ave.  cars  at  Erie  and  Ashland  Ave.,  to  east  or  west 
bound  Grand  Ave.  cars,  Indiana  St.  cars.  Lake  St.  cars,  Madison  St.  cars.  Ogden 
Ave.  cars.  Van  Buren  St  cars,  Harrison  St.  cars,  Taylor  St.  cars,  12th  St.  cars,  at 
Ashland  Ave.  and  at  Paulina  St,  14th  St.  cars,  i8th  St.  cars,  21st  St.  cars,  and  to 
west  bound  Blue  Island  Ave.  cars. 

NO.  I  B. 

North  and  south  bound  Ashland  Ave.  cars  receive  transfers  from  east  or  west 
bound  North  Ave.  cars,  Division  St.  cars  both  lines,  Chicago  Ave.  cars  both  lines, 
from  Center  Ave.  cars  at  Erie  St  when  north  bound  only,  from  east  or  west  bound 


288 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Grand  Ave.  cars,  Indiana  St.  cars,  Lake  St.  cars,  Madison  St.  cars,  Ogden  Ave 
cars.  Van  Buren  St.  cars,  Harrison  St  cars,  Taylor  St.  cars,  12th  St.  cars  at  Ash- 
land Ave.  and  Paulina  St.,  14th  St  cars,  i8th  St.  cars,  21st  St  cars  when  north 
bound  receive  transfers  from  east  bound  Blue  Island  Ave.  cars. 

NO.  2  A. 

Center  Ave.  cars  issue  transfers  to  north  bound  Ashland  Ave.  cars  at  Erie  St. 
North  and  south  bound  Center  Ave.  cars  issue  transfers  to  east  or  west  bound 
Grand  Ave.  cars,  Indiana  St  cars.  Lake  St.  cars,  Ogden  Ave.  cars,  Madison  St. 
cars,  Harrison  St.  via  Center  Ave.  cars  at  Adams  and  Sangamon  St.,  Van  Buren 
St.  cars,  Harrison  via  Chnton  St.  cars  at  Harrison  St.,  Taylor  St.  cars.  12th  St. 
cars,  14th  St.  cars,  i8th  St.  cars,  south  bound  Center  Ave.  to  south  bound  Blue 
Island  Ave.  cars.  South  bound  Center  Ave.  cars  issue  to  east  and  west  bound 
2 1  St  St.  cars. 

NO.  2  B. 

Center  Ave.  cars  receive  transfers  from  south  bound  Ashland  Ave.  cars  at 
Erie  St  North  and  south  bound  Center  Ave.  cars  receive  transfers  from  east  or 
west  bound  Grand  Ave.  cars,  Indiana  St  cars.  Lake  St.  cars,  Ogden  Ave.  cars, 
Madison  St.  cars,  Harrison  St  cars  via  Center  Ave.  at  Sangamon  and  Adams  St, 
from  Van  Buren  St  cars,  Hlarrison  St.  cars,  Tayk>r  St  cars,  12th  St  cars,  14th 
St.  cars,  i8th  St.  cars.  North  bound  Center  Ave.  cars  receive  from  north  bound 
Blue  Island  Ave.  and  from  east  and  west  bound  21st  St.  cars. 

SPECIAL. 

Sangamon  and  Center  Ave.  cars  issue  transfers  to  following  lines  when  run- 
ning to  and  from  barn  morning  and  evening  (that  is,  provided  passegers  board  cars 
while  same  are  running  on  Ashland  Ave.  and  pay  a  "cash  fare),  they  issue  transfers 
punched  from  Ashland  Ave.  to  east  or  west  bound  Chicago  Ave.  cars  both  lines. 
Division  St.  cars  both  lines,  and  to  North  Ave.  cars. 

Also  receive  transfers  when  running  into  barn  from  east  or  west  bound  Chi- 
cago Ave.  cars  both  lines,  Division  St  cars  both  lines,  and  from  North  Ave.  cars. 

TmANSFER  POINTS  ON  UNES  TERMINATING  AT  WESTERN  AVE.  STATION. 

NO.  I  A. 

South  bound  Western  Ave.  cars  issue  transfers  to  east  bound  Milwaukee  Ave. 
cars,  to  east  and  west  bound  North  Ave.  cars,  Division  St  cars,  Chicago  Ave.  cars 
both  North  and  West  Side  lines,  to  east  bound  Indiana  St  cars,  to  east  and  west 
bound  Grand  Ave.  cars.  Lake  St.  cars,  Madison  St  cars.  Van  Buren  St  cars,  Har- 
rison St  cars,  to  east  bound  Taylor  St  cars,  to  east  and  west  bound  12th  St.  cars, 
east  and  west  bound  Ogden  Ave.  cars,  21st  St  cars,  to  west  bound  26th  St  cars, 
and  east  and  west  bound  Desplaines  and  Qinton  cars  at  North  Ave. 

NO.  I  B. 

South  bound  Western  Ave.  cars  receive  transfers  from  east  or  west  bound 
North  Ave.  cars.  Division  St.  cars,  and  Chicago  Ave.  cars,  both  North  and  West 
Side,  from  west  bound  Indiana  St.  cars,  from  east  or  west  bound  Grand  Ave.  cars. 
Lake  St.  cars,  Madison  St.  cars.  Van  Buren  St.  cars,  Harrison  St  cars,  from  east  or 
west  bound  12th  St.  cars,  Ogden  Ave.  cars  and  21st  St  cars,  and  from  east  and 
.  west  bound  Desplaines  and  Clinton  cars  at  North  Ave. 


APPENDIX 


289 


NO.  I  A. 

North  bound  Western  Ave.  cars  issue  transfers  to  east  or  west  bound  21st  St 
cars,  Ogden  Ave.  cars,  12th  St  cars,  to  east  bound  Taylor  St  cars,  to  east  or  west 
bound  Harrison  St  cars,  Van  Buren  St.  cars,  Madison  St  cars.  Lake  St.  cars,  and 
Grand  Ave.  cars,  to  east  bound  Indiana  St  cars,  to  east  or  west  bound  Chicago 
Ave.  and  Division  St  cars,  both  North  and  West  Side,  and  to  North  Ave.  cars,  to 
east  or  west  bound  Desplaines  and  Qinton  cars  at  North  Ave. 

NO.  I  B. 

North  bound  Western  Ave.  cars  receive  transfers  from  east  bound  26th  St 
cars,  from  east  or  west  bound  21st  St.  cars,  from  east  bound  Ogden  Ave.  cars, 
from  east  or  west  bound  12th  St  cars,  from  east  or  west  bound  Harrison  St.  cars. 
Van  Buren  St  cars,  Madison  St.  cars.  Lake  St  cars,  Grand  Ave.  cars,  from  west 
bound  Indiana  St  cars,  from  east  or  west  bound  Chicago  Ave.  cars,  and  Division 
St  cars,  both  north  and  west  side  from  North  Ave.  cars,  and  from  north  bound 
Milwaukee  Ave.  cable  cars,  and  from  east  and  west  bound  Desplaines  and  Qinton 
cars  at  North  Ave. 

NO.  2  A. 

East  bound  Taylor  St  cars  2^sue  transfers  to  north  or  south  bound  Robey  St 
cars,  Paulina  St  cars.  Center  Ave.  cars,  to  east  bound  Blue  Island  Ave.  cars,  and  to 
north  or  south  bound  South  Halsted  St.  cable  cars. 

NO.  2  B. 

East  bound  Taylor  St  cars  receive  transfers  from  north  or  south  bound  West- 
em  Ave.  cars,  Robey  St  cars,  Paulina  St  cars,  Center  Ave.  cars. 

NO.  2  A. 

West  bound  Taylor  St.  cars  issue  transfers  to  north  or  south  bound  Western 
Ave.  cars,  Robey  St  cars,  Paulina  St.  cars.  Center  Ave.  cars,  and  South  Halsted  St 
Cable  cars. 

NO.  2  B. 

West  bound  Taylor  St.  cars  receive  transfers  from  north  or  south  bound  South 
Halsted  St.  Cable  cars,  from  west  bound  Blue  Island  Ave.  cars,  from  north  or  south 
bound  Center  Ave.  cars,  Paulina  St.  cars,  Robey  St.  cars. 

NO.  3  A. 

East  or  west  bound  Lake  St.  Cars  issue  transfers  to  north  or  south  bound 
Kedzie  Ave.  cars.  Western  Ave.  cars,  Robey  St.  cars,  Pauhna  St.  cars  and  Center 
Ave.  cars. 

NO.  3  B. 

East  or  west  bound  Lake  St.  cars  receive  transfers  from  north  or  south  bound 
Kedzie  Ave.  cars,  Western  Ave.  cars,  Robey  St, cars,  Paulina  St  cars  and  Center 
Ave.  cars. 

NO.  4  A. 

East  bound  Grand  Ave.  cars  issue  transfers  to  north  or  south  bound  Kedzie 
Ave.  cars.  Western  Ave.  cars,  Robey  St.  cars,  Ashland  Ave.  cars,  Center  Ave.  cars 
to  east  bound  Indiana  St.  cars  at  Milwauke  Ave.,  and  to  south  bound  Desplaines  and 
Clinton  cars  at  Milwaukee  Ave. 

NO.  4  B. 

East  bound  Grand  Ave.  cars  receive  transfers  from  north  or  south  bound 
Kedzie  Ave.  cars,  Western  Ave.  cars,  Robey  St.  cars,  Ashland  Ave.  cars.  Center 
Ave.  cars,  and  from  east  bound  Chicago  Ave.  cars. 


290 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.  4  A. 

West  bound  Grand  Ave.  cars  issue  transfers  to  north  or  south  bound  Western 
Ave.  cars.  Roljey  St.  cars,  Ashland  Ave.  cars,  Center  Ave.  cars  and  to  west  bound 
Cliicago  Ave.  cars. 

NO.  4  B. 

West  bound  Grand  Ave.  cars  receive  transfers  from  west  bound  Indiana  St. 
cars,  at  Western  Ave.,  from  north  l)ound  Desplaines  and  Chnton  cars  at  Milwaukee 
Ave.,  from  north  or  south  bound  Center  Ave.  cars,  Ashland  Ave.  cars,  Robey  St 
cars.  Western  Ave.  cars,  and  from  Kedzie  Ave.  cars. 

NO.  5  A. 

East  bomid  Indiana  St.  cars  issue  transfers  to  north  or  south  bound  Robey  St. 
cars,  Ashland  Ave.  cars,  Center  Ave.  cars,  to  south  bound  Desplaines  and  Clinton 
cars  at  Milwaukee  Aye.  and  north  bound  Clark  St.  Cable  cars. 

NO.  5  B. 

East  bound  Indiana  St.  cars  receive  transfers  from  north  or  south  bound  West- 
em  Ave.  cars,  Robey  St  cars,  Ashland  Ave.  cars.  Center  Ave.  cars,  and  from  east 
boimd  Grand  Ave.  cars  at  Halsted  St  and  Milwatdcee  Ave. 

NO.  5  A. 

West  bound  Indiana  St.  cars  issue  transfers  to  north  or  south  bound  Center 
Ave.  cars,  Ashland  Ave.  cars,  Robey  St.  cars.  Western  Ave.  cars,  and  to  west  bound 
Grand  Ave.  cars. 

NO.  5  B. 

West  bound  Indiana  St.  cars  receive  transfers  from  south  bound  Clark  St 
Cable  cars,  from  north  bound  Desplaines  and  Clinton  cars  at  Milwaukee  Ave.,  from 
Center  Ave.  cars,  Ashland  Ave.  cars,  Robey  St.  cars  when  north  or  south  bound. 

NO.  6  A. 

South  bound  Robey  St  cars  issue  transfers  to  east  or  west  bound  North  Ave. 
cars,  Chicago  Ave.  cars,  Division  St.  cars,  north  and  west  side,  to  Grand 
Ave.  cars,  Indiana  St  cars.  Lake  St.  cars,  Madison  St  cars,  Van  Buren  St.  cars, 
Harrison  St  cars,  to  west  bound  Ogden  Ave.  cars,  to  east  bound  Desj^aines  and 
Clinton  cars  at  North  Ave.,  to  south  bound  Milwaukee  Ave.  cars,  to  east  or  west 
bound  Taylor  St  cars,  I2th  St.  cars,  and  to  east  bound  14th  St  cars. 

NO.  6B. 

South  bound  Rob^  St.  cars  receive  transfers  from  cast  or  west  bound  Fuller- 
ton  Ave.  cars.  North  Ave.  cars,  from  east  or  west  bound  Desplaines  and  Clinton 
cars  at  North  Ave.,  from  east  or  west  bound  north  or  west  side  Division  St.  cars, 
and  Chicago  Ave.  cars.  Grand  Ave.  cars,  Indiana  St.  cars.  Lake  St.  cars,  Madison 
St  car^  Van  Buren  St  cars,  Harrison  St.  cars,  from  west  bound  Ogden  Ave.  cars, 
and  from  cast  or  west  bound  Taytor  St.  and  12th  St  cars. 

NO.  6  A. 

North  bound  Robey  St.  cars  issue  transfers  to  east  or  west  bound  12th  St  cars, 
Taylor  St.  cars,  to  east  bound  Ogden  Ave.  cars,  to  east  or  west  bound  Harrison  St. 
cars.  Van  Buren  St  cars,  Madison  St.  cars.  Lake  St.  cars,  Indiana  St.  cars,  Grand 
Ave.  cars,  to  both  north  and  west  side  Chicago  Ave.  cars.  Division  St  cars,  to 
North  Ave.  cars,  and  to  east  or  west  bound  Fullerton  Ave.  cars,  to  north  or  south 
bound  Desplaines  and  Clinton  cars  at  North  Ave. 


APPENDIX 


291 


NO.  6  B. 

North  bound  Robey  St  cars  receive  transfers  from  west  bound  14th  St.  cars, 
from  cast  or  west  bound  12th  St  cars,  and  Taylor  St  cars,  from  east  bound  Ogden 
Ave.  cars,  from  east  or  west  bound  Harrison  St  cars.  Van  Buren  St.  cars,  Madison 
St  cars,  Lake  St  cars,  Indiana  St  cars,  Grand  Ave.  cars,  and  from  north  or  west 
side  Chicago  Ave.  and  Division  St  cars,  from  west  bound  Milwauke  Ave.  cars, 
and  from  east  or  west  bound  North  Ave.  cars,  and  from  east  and  west  bound  Des- 
plaines and  Clinton  cars. 


292  THE  CHICAGO  TRANSPORTATION  PROBLEM 


APPENDIX  G. 


0 


Streets  on  Which  Tracks  of  Chicago  City  Railway  Company  are  Laid,  and 

Instances  in  Feet  of  Street  and  Single  Track. 


STREET 


FROM 


TO 


TEXT 


Van  Bnreii  street  Wabash  avenne.  Clark  street  

lath  street  Indiana  avenve  State  street  

2l8t  street  State  street  Dearborn  street  

22nd  street  Cottage  Grove  avenue  Chicagro  river  

26th  street  Cottage  Grove  avenue  Halsted  street  

29ih  street  South  Canal  street  Wallace  street  

3l8t  street  Lake  avenue  Archer  avenue  

35th  street  Cottage  Grove  aTeave  California  avenue  

afth  street  Archer  aventie  Central  Park  avenue. . 

39th  street  Cottage  Grove  avenue  Halsted  street  

Root  street  State  street  Halsted  street  

43rd  street  Lake  avenue  State  street  

47th  street  Lake  avenue  Kedzie  avenue  

51st  street  Grand  boulevard  Stewart  avenue  

51st  street  Wallace  street  Wood  street  

55th  street  Cottage  Grove  avenne  Around  Loop  

S9th  street  State  street  Leavitt  street  

61st  street  Midway  and  Washington  Wentworth  avenue.... 

63rd  street  Stony  Island  avenue  City  Limits  

East  63rd  street  North  Loop  

East  63rd  street  South  Loop  

68th  street  -  Cottage  Grove  aveiitte  Rhodes  avenue  

Rhodes  avenne.  68th  street  South  Chicairo  avenne 

Keefe  avenue  South  Chicago  aven«e  69th  street  

79th  street  Vincennes  road  Halsted  street  

69th  street  Keefe  avenue  Western  avenue  

Vincennes  road  68th  street   79th  street  

South  Chicago  avenne.  Cottage  Grove  avenue  Grand  Crossing  

Archer  avenue  State  street  City  Limits  

Cottage  Grove  avenne  22nd  street  71st  street.  

Indiana  avenue  18th  street  SIst  street  

Cottage  Grove  Loop  North  of  Madison  

State  street  Loop  North  of  Madison  

Wabash  avenue  Madison  street  22nd  street  

State  street  Madison  street  Vincennes  road  

Clark  street  Washington  street  22nd  street  

Wentworth  avenue  Archer  avenne  lard  street  

South  Canal  street  Archer  avenue  29th  street  

Wallace  street  29th  street  Root  street  

Halsted  street  O'Neil  street  79th  street  

Main  and  Morgan  Archer  avenne  39th  street  

Ullman  street.  31st  street  35th  street   

Center  avenne.  47th  street  75th  street  

Ashland  avenne  Archer  avenue. . . .  ^  70th  street  

Oakley  avenne  47th  street  49th  street  

Western  avenue  Archer  avenue  71st  street  

Kedzie  avenue  38th  street  63rd  street  

DeaudMMm  street  Archer  avorae  aurt  street  


Cable,  34.75  miles 
Electric,  183.38  miles 
Horse,       1.87  miles 


Miles  of  Street,  110. 


Feet  of  Double  Track, 
Feet  of  Single  Track, 
Miles  of  Single  Track, 


1,281 
1,355 
415 
5,064 
7,9l5 
875 
13,800 
22,927 
7,488 
10,655 
5,6% 
7,959 
30,508 
5,067 
7,946 
7,684 
14,502 
U,359 

1,604 
1,392 
1,6S3 
100 
777 
2,680 
18,925 
7,895 
3,640 
38,389 
32,842 
20,336 
2,653 
3,576 
10,750 
41,076 
10,963 
33,560 
3,352 
8,361 
36310 
7,745 
2,643 
18,611 
25,373 
1,050 
ZL265 
16,537 
590 

580,841 
1,161,662 
310 


Total,    230.00  miles  Single  Track. 


APPENDIX  293 


APPENDIX  H. 


Stieets  on  which  tracks  of  the  Chicago  Union  Traction  Co.  are  laid,  and 

distances  in  feet  of  Street  and  Single  Track. 

NORTH   CHICAGO  STREET  RAILROAD  CO.  SYSTEM. 


• 

TO 

Feet 
street 
Distanc 

«j  —  ^ 

STREET 

FROM 

a<  =  rt 
bt'^  ^ 

Ashland  avenue  Lincoln  avenue  Graceland  avenue   5,328  10,655 

Belmont  avenue  Lincoln  avenue  Robe3'  street   2,626  ^'^1 

Center  Street  Clark  street  Lincoln  avenue   750  1,500 

Chicago  avenne.  Clark  street  Milwaukee  avenue   6,695  13,390 

Clark  street  Washington  street  Illinois  stre^   2,771  5,542 

Clark  street    Illinois  street  Wmits  barns   15,729  ^^t^^? 

Clark  street  Limits  Barns  Devon  avenue   26,642 

Clvbourn  avenue  Division  street  Cable  terminus   10,386  20,773 

Clybourn  avenue  Cable  Terminus  Belmont  avenue   8,090  16,180 

Dearborn  street                   Polk  street                          Van  Buren  street   1,687  3,373 

Dearborn  street  Van  Buren  street  Monroe  street   1,400  2,780 

Dear1)om  street  Monroe  street  Randolph  street   1,374  2,747 

Dearborn  street  Randolph  street  Kinzie  street   1,731  3,462 

Division  street  State  street  Milwaukee  avenue   10,252  20,503 

Evanston  avenue.  Diversey  street  Graceland  avenue   7,576  15,153 

Fullerton  avenue  Lincoln  avenue  Milwaukee  avenue   13,946  27,892 

Garfield  avenue  Lincoln  avenue  Racine  avenue   4,627  4,627 

Graceland  avenne  Evanston  avenue  Ashland  avenue   5,039  10,077 

Halsted  street.  Chicago  R.  H.  Branch  Evanston  avenue   J0,207  40,413 

Illinois  street  Clark  street  Wells  street   802  1,603 

Illnois  street  Wells  street  Market  street   806  806 

Indiana  street  State  street  Milwaukee  avenue   5,467  10,933 

Kinzie  street  State  street  Market  street   2,449  4,699 

Larrabee  street  Chicago  avenue.  Webster  avenue   9,263  18,530 

lASalle  Street  Illinois  street  Randolph  street   1,129  2,258 

X<a  Salle  street  Randolph  street  Monroe  street   1,382  1,382 

Lincoln  avenue  Center  street  Cable  terminus   5,942  11,885 

Lincoln  avenue  Wrig-htwood  avenue  Belmont  avenne   5,636  11,272 

Market  street  Kinzie  street  Chica^go  avenue   2,710  5,420 

Market  street  Chicago  avenue  Division  street   2,645  2,645 

Michigan  street  Wells  street  Market  street   805  805 

Monroe  street                     Dearborn  street  LaSalle  street   806  806 

North  avenue  Clark  street  Milwaukee  avenne   12,394  24,788 

Racine  avenue  Clybourn  avenue ...   Fullerton  avenne   2,970  2,970 

Randolph  street  Dearborn  street  LaSalle  street   802  802 

Robey  street  Belmont  avenue  Roscoe  Boulevard   1,329  2,658 

Roscoe  Boulevard  Robey  street  Western  avenue   2,560  5,120 

Sedgwick  street  Chicago  avenue  Division  street   2,644  2,644 

Sedgwick  street  Division  street  Center  street   5,2%  10,592 

Sheffield  avenne  Lincoln  avenue.  Clark  street   S,6P6  11,212 

Southport  avenue  ..  :  Clybourn  place  Clark  street   14,827  29,655 

State  Street  Division  street  Lake  street   6,558  13,116 

Webster  avenue  Lincoln  avenue  Racine  avenue   3,958  3,958 

Wells  street  Randolph  street  Illinois  street   2,302  4,603 

Wells  street....  Illinois  street  Clark  street   9,354  18,708 

Center  street  Sedgwick  street  Racine  avenue   5,289  5,289 

362,589  498,418 

Miles  of  street   49.73- 

Cable   18J3 

Electric   75.15 

,  76 


fi.14  miles  single  track 


294  THE  CHICAGO  TRANSPORTATION  PROBLEM 


APPENDIX  H.~.0oiitiiiii6d. 

WEST  CHICAGO  STREET  RAILROAD  CO.  SYSTEM. 


STREET                          FROM                               TO  3t$  lag 

Ashland  avenue  Twelfth  street  .^Pwenty-seomid  street   5,362  10^4 

Ashland  avenue  Lake  street  Clj^boom  place   11,1'5  22*350 

Adams  street  Center  avenue  Michigan  avenue   8,753  17,506 

Arraitaffe  avenue  Forty-fourth  ayenae  Milwaukee  avenue   12,587  25,174 

Austin  avenue  Center  avenue  Desplaines  street   3,632  7,264 

Blue  Island  avenoe  Harrison  street  Western  avenue   14,532  29,064 

Clyboani  place  Wood  street  Ashland  avenne                    1,300  2,600 

Chicago  aTenne  Kedzie  arenne  Milwaukee  aTenae   14,059  28,118 

Clinton  street  Twelfth  street  Milwaukee  avenue                  6,996  11,713 

Canal  street  Harrison  street  Canalport  avenue   5,923  11,846 

Canalport  avenue  Canal  street  Hal sted  street   2,446  4^92 

California  avenue  Chicago  avenue  Elston  avenue   15,777  31,554 

Center  avenue  Erie  street  Austin  avenue                         1,255  2,510 

Center  avettne  Adams  street  Twenty-first  street   9,536  19,072 

Colorado  arenne  Donglas  honleTard  Madison  street  —   7,024  14,048 

Division  street  Mozart  avenue  Milwaukee  avenue   8*615  17*230 

Desplaines  street  Austin  Avenue  Harrison  street   5,944  11,888 

Erie  street  Ashland  avenae  Center  avenue   2,610  5,220 

Eighteenth  street  Leav it t  street  State  street   13,059  26,118 

Fifth  avenue  Randolph  street  Twelfth  street   6,221  12,442 

Franklin  street  Washit^rtiMi  street  ....Harrison  street   3,288  6,576 

Fonrteehth  street  Roibey  street  Canal  street   10,040  20,080 

Fortieth  avenue  Grand  avenue  North  avenue                         1,427  2,854 

Grand  avenue  Fortieth  avenue  Milwaukee  avenue   12,892  45,784 

Halsted  street  North  Branch  South  Branch   17,570  35,140 

Harrison  street  Kedzie  avenue  State  street   21,201  42,402 

Jefferson  street  Van  Buren  street  Meagher  street   4,884  7,036 

Jefferson  street  Washinffton  street  Madison  street                       490  980 

Kedzie  avenne  Twelfth  street  Fulton  street   7,225  14,450 

Leavitt  street  Grand  avenue  Chicago  avenue                      1,648  3,496 

Leavitt  street  Eighteenth  street  Blue  Island  avenue                  3,972  7,944 

La  Salle  street  Madison  street  Randolph  street                         922  922 

Lake  street  Forty -eighth  aveuue  State  street   32,2*3  64,546 

Madison  street  Fortieth  avenue  State  street   26,712  53,424 

Michigan  avenue  Washington  street  Adams  street                        1*350  2,290 

Milwankee  areiine  I^ake  street  Belmoat  aTenve   30*548  61,0% 

North  Avenue  Forty-sixth  avenue  Milwankee  arenM   17,213  34,546 

O'Neil  street  Halsted  street  West                                       517  1,034 

Odgen  avenue  Fortieth  street  Randolph  street   20,879  41,758 

Polk  street  Canal  street  Fifth  avenue                            1,570  3,140 

Paulina  street  . .   Lake  street  Twelfth  street   6,680  13,360 

Randolph  street  Lake  street  Michigan  avenue   11 ,220  20,946 

Robey  street  Bl«e  Island  avenae  Eighteenth  street   3,243  6,486 

Robey  street  Fourteenth  street               Fullerton  avenne   22,044  39*825 

Sangamon  street  Austin  avenue  Adams  street   4,035  8*050 

State  street  Madison  street  Lake  street   1,350  2,654 

Taylor  street  Western  avenue  Fifth  avenue   15,458  30,916 

Twelfth  street  Fortieth  avenue  Wabash  avenue   26,963  53,926 

Twenty-first  street  Douglas  boulevard  Halsted  street  .•   14,191  28,382 

Twenty-siacth  street  Fortieth  aveaM  Blue  Island  avenue.   10,802  21,604 

Van  Buren  street  Kedxie  arenae  State  street   21,206  42,412 

Washington  street  Desplaines  street  Michigan  arenne   5*399  10,iTB 

Western  avenne  Blue  Island  avenue  Elston  avenue   31,658  63,316 

Noble  street  Milwaukee  avenue  North  aveuue   S,039  10,078 

▼aa  Bavea  taaael  Cllatoa  street  FimakUa  atnet   1,564  3,128 

Miles  of  street   106.89 

Cable   39 J7 

Electric   175.% 

Horse   6.36 


Total   211.69  miles  single  track 

North  Chicafo  aod  West  Chicago  vynttemm  cconbined : 

Cable   47.60  miles 

Electric   351.11  ♦* 

  7.12  *• 


Total.....   aosJSmlleariaffle track 


APPENDIX 


295 


APPENDIX  I. 


Streets  on  which  tracks  of  the  Chicago  Consolidated  Traction  Co.  are 
laid  and  distances  in  feet  of  Street  and  Single  Track. 


STREET 


FROM 


TO 


^  P  a 


Central  avenue  25th  street  26lh  street   069.6 

Chicago  avenue  40th  street   Kedzie  street   5440.0 

Chicag'o  avenue  48th  street  Harlem  avenue.   1 6163.5 

Desplaines  aTenne  Madison  street  12th  street   5634.8 

5th  avenue  I«ake  street  Mad  ison  street   3715.5 

52nd  street  25th  street  36th  street   6595.6 

48th  street                            Chica^ro  avenue  Oyden  aveniu'   18309.2 

40th  street  Madison  street  O^den  avenue  3113490.0 

Ful.  and  Ashland  aveaw;. .  •  Morgan  street  Western  avenue  „  .%  9522.7 

Harlem  avenue  Chica^ro  avenue  Mad  ison  street   5304.3 

Harlem  avenne  3tet  street  Ogden  avenue   4401.0 

Kedzie  avenue  Fulton  avenue  Chicago  avenne   3328.2 


Lake  Street. 


.48th  street  5th  avenue 


Monroe  street  Canal  street  Morgan  street  

Morgan  street   ..Monroe  street  Fulton  street  

19th  avenue  Madison  street  C.  &  N.  W.  R.  R.. 

Ogden  avenne.  40th  street.  48tit  street. 


25707.1 

Madison  street  40th  street  19th  street   35563.7 

3312.9 
2307.8 
4213.8 
5757.7 


Ogden  avenue  Harlem  avenue  :  Lyons  avenue   6715.0 

Ridgeland  avenue  a6th  street  Stanley  street   2752.4 

Stanlev  street  Ridgeland  street  Harlem  avenue   5641.0 

St.  Charles  ,  19th  street  5th  avenue   4728.6 

31st  street  40th  street   44th  street   2636.5 

12th  street  40th  street  Desplaines  street   25505.4 

36th  street.                      . . 40th  street  48th  street    5281.6 

26th  street.  Central  avenne  Ridgeland  avenue   5328.8 

25th  street  48th  street  Central  avenne   5365.0 

Balmoral  street  Robey  street  Ravenswood  avenue   1363.0 

Belmont  avenue  Halsted  street  Lincoln  avenue   52**2.0 

Belmont  avenue  Robej-  street  Milwaukee  avenae.   12402.8 

California  avenue  Belmont  avenue  Roscoe  avenue   1191.2 

ChlcaiTo  avrane.  Devon  avenne  Dempster  street   1 5954.3 

Central  avenne  Sherman  avenne  Bennett  street   7913.2 

Clybourn  place  Clybonm  PI  Blston  avenne   2272.0 

Crosby  avenue  Larrabee  street  Division  street   1848.7 

Crawford  street  Elston  avenue  Cemetery   6829.0 

Devon  avenue.  Evansion  avenue  Chicago  avenue   2764.5 

Elm  street  Franklin  street  Crosby  street   2689.3 

Elston  avenue  Milwaukee  ave  Montrose  avenue   31 542.3 

Erie  street  Franklin  street  Bridgre   2260.7 

Evanston  avenue  Graceland  avenue  Devon  avenne   16461.6 

Franklin  street.  Ktnzie  street  Elm  street   50(X)-5 

Irving  Park  Ashland  avenue  Dunning  street   33236.2 

Kingsbury  Chicago  avenue   Erie  street   945.7 

Lawrence  avenue  Evanston  avenue  Milwaukee  avenue   27644.3 

Lincoln  avenue                   Belmont  avenne  N.  59th   15231.1 

  21158.0 

  23964.9 

  2488.3 

  9315.1 

  8391.5 

  1804.0 

  Z22.2 


Milwankee  avenue  hogAu  sq  Lawrence  avenue. . . 

Montrose  avenne  Evanston  avenue  Stewart  avenue  

Ravenswood  ave  Balmoral  avenue  Bryn  Mawr  avenue. 

Robey  street  Irving  Park  Balmoral  avenue.  .. 

Sherman  avenue  Dempster  street  Central  Avenue  

Western  avenue  Elston  avenue  Belmont  avenue  . . . . 

DMBfi^  Street.  Chicago  avMiiie  Sherman  avenne. . . . 


1339.2 
10880.0 
32367.0 
11269.0 
4348.5 
12728.6 
36618.4 
22914.0 
l')045.4 
10608.6 
4631.0 
6656.4 
51018.9 
63179.1 
6625.8 
4615.6 
4408.0 
11515.4 
10970.5 
5504.8 
11282.0 
4873.2 
5273.0 
52521.8 
10563.2 
10657.6 
10730.0 
2726.0 
10584.0 
24805.6 
2331.2 
31<X>8.6 
15826.4 
4544.0 
3697.4 
13658.0 
5529.0 
5378.6 
63064.6 
4521.4 
32923.2 
10001.0 
66472.4 
1891.4 
55288.6 
3t)462.2 
42316.0 
47929.8 
4976.6 
18630.2 
16783.0 
3608.0 
444,4 


Total  Feet   493598.1  957667.2 

Total  Miles   93.48  18L38 

Total  Feet  Outside  City  Limits  154,4103  283,804.1 

Total  Miles  Outside  of  City  Limits   29.24  53.75 

Total  Feet  Inside  of  City  Limits  J39,187.8  673,663.1 

Total  MUes  InsUte  of  City  Limits   HJU  mtfS 


296 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


APPENDIX  J. 


Streets  recommended,  on  which  to  construct  Tracks  in  the  creation  of  the 
system  outlined  in  Part  5,  showing  Mileage  of  Street,  Type  of  Track 
and  amount  in  Feet  and  Miles,  giving  amount  to  be  constructed 
in  Subways  and  amount  of  Underground  Conduit  Type  for 
terminals  and  distributing  system  in  business  center. 


8TRBST 


FROM 


TO 


Distance 
in  feet  of 
Double 
Track 


iiroao  

 ) 

Ct.'.'.'.V,  S 


T9th  street  Vincennes  avenue  Halsted  street  

69th  street  Western  avenue  Keefe  avenue  

Keefeaven«e  69th  street   Sixt3--eighth  street  

68th  street.  Keefe  aTenne  Cottage  Grove  aTenne  

card  stfieet.  Central  mweant  Stony  Island  arenne  

9Hk.  rtrect.  I^eavitt  street  State  street  

•Ist  street  State  street  Washington  avenue  

Washington  avenue  61st  street  Sixtieth  street  

Jefferson  avenue  62nd  street  Sixty -fourth  street  S.  T  

64th  street  Jefferson  avenue  Jackson  Park  avenue  S.T. 

62nd  street  —  *  Jefferson  avenue  Jackson  Park  avenue  S.  T. 

Jackson  Park   64th  street  Sixty-second  street  S.  T. . . 

So.  Chicago  avenue  Cottage  Grove  avenue  lUinois  Central  railroad . 

SStli  street.  Cottage  Grove  avenue  Lake  avenue. . . 

Jefferson  avenue  S5th  street  Private  court  S.  T. 

Private  Court  Jefferson  avenue  Lake  avenue  S  .T. 

Lake  avenue  Private  Court  Fifty-fifth  streets, 

51st  street  Wood  street  Indiana  avenue. 

50th  street  Indiana  avenue  Cottage  Grove  avenue  

52nd  street  Cottage  Grove  avenue  Lake  avenue  

47th  street.  Kedzie  avenue  Lake  avenue  

43rd  street  State  street  Lake  avenue  

Root  street  Stock  Yards  .'  State  street  

39th  street  Halsted  Cottage  Grove  avenue  

38th  street  Central  Park  avenue  Archer  avenue  

3Sth  street  California  avenue.  Cottage  Grove  avenue  

ast  street  Pitney  Court  Illinois  Central  railroad.. ..  » 

Pitney  Court  31st  street  Archer  Avenue  f 

J9th  street  Wallace  street  Canal  street  

36ttl  street  Halsted  street  Cottage  Grove  avenue  

22nd  street  Indiana  avenue  46th  avenue  

21st  street  Douglas  Pk.  Blvd  Halsted  street  

18th  street  Leavitt  street  Indiana  avenue.  

36th  street  48th  avenue  Blue  Island  avenue  

Mth  street.  Robey  street  Canal  street  

UUi  street.  60th  avenue  5th  avenue  

Taylor  street  Western  avenue  Canal  street  

Harrison  street  48th  avenue  Chicago  River  

Van  Buren  street  Kedzie  avenue  Chicago  River  

Adams  street  Center  avenue.  Chicago  River  

Madison  street  60th  avenue  Chicago  River  

Washington  street  Desplaines  street  Jefferson  street  

Randolph  street  Ogden  avenue  Chicago  River  

I«ake  street  60th  avenue  Chicago  River  

Grand  avenue  North  avenue  Chicago  River   

Indiana  avenue  Chicago  River  North  State  street  

Chicago  avenue.  60th  avenue  North  Clark  street  

Division  street  California  avenue  North  Clark  street  

North  avenue  46th  avenue  North  Clark  street  

Andtage  avenue  44th  avenue  Elston  avenue  

ClylMMim  place  Ashland  avenue  Cly bourn  avenue  

Center  street  Racine  avenue  ...North  Clark  street  

Fullerton  ave,  44th  avenue  North  Clark  street  

mwunt^KW,  or9aral]et8t..44thaveane  North  Clark  8tx«Bt «.  


2,680 
18,925 
777 
1«6S3 
42,647 
14,502 
9,537 
516 

2,996 

3,640 

7,684 

11,901 
3,960 
4,752 

30,508 
7,959 
5,6% 

10,655 
7,488 

22,927 

13,800 

875 
7,915 
31,680 
14,191 
15,840 
16,082 
10,040 
38,016 
'  12,672 
29,040 
18,348 
5,280 
36,960 
320 
7,128 
37,060 
27,060 
3,432 
38,808 
18,216 
29,667 
18,480 
2,904 
6,204 
25,872 


« * 


APPENDIX 


297 


APPENDIX  J.— Continued. 


STREET 


FROM 


TO 


Distance 
in  Feet  of 

Double 
Track 


Belmont  avenue  Milwaukee  avenue.  Halsted  street  

Addison  street  Milwaukee  avenue  Halsted  street  

Irving  Pk.  Blvd  Sixtieth  avenue  Evanston  avt-nue  

Montrose  avenue  Forty-eighth  avenue  Evanslon  avenue  

Lawrence  avenue  Milwaukee  avenue  Evanston  avenue  

Balmoral  avenue  Robey  street.....  E.  Ravenswood  Park  .... 

Devon  avenue  North  Clark  Street.  Evanston  avenue  

Fifty-sixth  street  State  street  South  Park  avenue  

Fifty-sixth  street  Stony  Island  avenue  I<ake  avenue  

Cottage  Grove  avenue  Seven t3--first  street  Twenty-second  street  

Indiana  avenue  Sixty-third  street  :  Eighteenth  street  

Vincennes  avenue  Seventy-ninth  street  Slate  sin-et  

State  street  Vincennes  avenue  Fourteenth  street  

Wabash  avenue  Twenty  -second  street  Fourteenth  street  

Vincennes  avenue  Thirty-fifth  street  Forty-third  street  

St.  Lawrence  avenue  Forty-third  street  Fifty-first  street  

Lake  avenue   Forty-seventh  street  Fifty-seventh  street  

Stony  Island  avenue  Fifty-sixth  street  Sixty -second  street  

Clark  street  Twent\  -second  street  Fourteenth  street.  

Wentworth  avenue  Vincennes  avenue  Archer  avenue  

Wallace  street  Root  street  Twenty-ninth  street  

Canal  street.  Twenty-ninth  street  Archer  avenue  

Canal  street  Eighteenth  street  Harrison  street  

Clinton  street  Harrison  street  Mill  avenue  

Desplaines  street  Harrison  street  Mill  avenue   

Archer  avenue   Forty-eighth  avenue  State  street  

Canalport  avenue  Halsted  street  Eighteenth  street  

N.  State  street  Indiana  street.  North  avenue  

N.  Clark  street.  Indiana  street.  Howard  avenue  

Wells  street  Indiana  street  N.  Clark  street  

Orleans  street   Indiana  street  Division  street  , 

Sedgwick  street  Chicago  avenue  Center  street   

I<arrabee  street  Chicago  avenue  Lincoln  avenue  

Evanston  avenue  Clark  street  Halsted  street  

Evanston  avenue  Halsted  street  Devon  avenue  

Halsted  street  Seventy-ninth  street  Evanston  avenue  

Sheffield  avenue  I«incoln  avenue  N.  Clark  street  

Racine  avenue  Clybourn  avenue  Fullerton  avenue  

Southport  avenue  Clybourn  place  North  Clark  street  

Center  avenue  Seventy-fifth  street  Milwaukee  avenue  

Ashland  avenue  Sixty-ninth  street  Twelfth  street  

Paulina  street  Twelfth  street  Lake  street  

Ashland  avenue  Lake  street  Clybourn  place  

Ashland  avenue  Belmont  street  Irving  Park  boulevard. . . 

Robey  street  Sixtv-ninth  street  Balmoral  avenue  

E.  Ravenswood  Pk  Balmoral  avenue  Ent.  Rose  Hill  Cem  

Leavitt  street  Blue  Island  avenue  Eighteenth  street  

Western  avenue  Seventv-first  street  Lawrence  avenue  

California  avenue  Twenty-sixth  street  Belmont  avenue  

Kedzie  avenue  Sixty  -third  street  Elston  avenue  

40th  avenue  Thirty -first  street  Bryn  Mawr  avenue  

48th  avenue  Twenty -sixth  street  Chicago  avenue  

Lincoln  avenue  Center  street  North  Fiftv-ninth  street. 

Clybourn  avenue  Division  street  Belmont  street  

Elston  avenue  Milwaukee  avenue  Montrose  avenue  

Milwaukee  avenue  Lake  street  Lawrence  avenue  , 

Colorado  avenue  Forty-eighth  avenue  Madison  street  , 

Og-den  avenue  Forty-eig-hth  avenue  Randolph  street  


Distance  on  street,  feet  doub'e  track  

Feet  single  track   3,747,134 

Miles  single  track   709  68-100 

SUMMARY  OF  APPENDIX  J. 

Street  Mileage  1,833,567! feet  3SiJ84  miles 

Track  Mileage: — 

Overhead  trolley                          3,747,134  feet  709.68  miles 

Overhead  trolley  or  third  rail  in 

aubway                                       79,520  feet  15.06  miles 

Total  Overhead  Trolley  3,826,654  feet  724.74  miles 

Undewrottad  Conduit  terminals  and 
distnlmlinff  system   111,300  feet 


19,932 
22,968 

33,792 
23,892 
26,928 
1,363 
2,764 
2,640 
200 
32,842 
27,7-JO 
7,895 
33,792 
3,960 
5,280 
5,280 
6,336 
3,696 
3,960 
33,560 
8,361 
3,351 
5,923 
4,356 
5,016 
38,389 
2,446 
6,864 
50,290 
8,712 
4,224 
7,656 
9,108 
7,037 
17,040 
74,096 
5,606 
2,970 
14,824 
49,632 
3  •,980 
6,6*0 
11,175 
5,328 
75.240 
2,488 
3,972 
72,864 
3 ',792 
59,400 
53,328 
18,216 
26,809 
18,476 
31,542 
51,706 
13,5% 
26,636 

1,873,567 


21.07  miles 


Total  Sittgte  Track   3,937,954  feet     745.81  mUes 


1 


INDEX. 


A 

Pajfe* 

Agreement,  City  of  Chicago,  Bion  J.  Arnold   9 

Appendices   239 

Appendix  A — Present  Routes,  Length  of  Round  Trip,  Time 

and  Number  Cars  C.  U.  T.  Co   241 

Appendix  B — Present  Routes,  Length  of  Round  Trip,  Time  and 

Number  Cars  C.  C.  Ry.  Co   255 

Appendix  C — Recommended  Routes  for  New  System   256 

Appendix  D — Recommended  Terminal  Routes  for  Present  Op- 
eration     259 

Appendix  E — Points  at  Which  Transfers  Are  Issued  and  Re- 
ceived, C.  C.  Ry.  Co  261 

Appendix  F — Points  at  Which  Transfers  Are  Issued  and  Re- 
ceived, C.  U.  T.  Co   271 

Appendix  G— Track  Mileage  of  C.  C.  Ry.  Co   292 

Appendix  H— Track  Mileage  of  C.  U.  T.  Co   293 

Appendix  I— Track  Mileage  of  C.  C.  T.  Co   295 

Appendix  J — Streets  Recommended  on  Which  to  Construct 

Tracks  for  New  System. ;   296 

Acknowledgement  of  Assistance   I3>  ^5 

Authority  for  Contract    7 

B 

Berlin,  Population,  Fig.  23   89 

Bridges,  Capable  of  Handling  Traffic   43 

Bridges,  Teams  at  grades   48 

Boston,  General  plan  of  Street  Railways   23 

Brooklyn,  General  plan  of  Street  Railways   23 

Blockades  by  Teams   49 

Boulevard,  LaSalle  Street    123 

Business  Center,  governs  transportation   25 

Business  Center,  distributing  system   119,  123 

Business  Center,  distributing  system  in  subways   151 

C 

Channel  of  River  immediately  deepened   15 

Causes  for  demand  for  change  in  transportation  facilities   25 

Causes  for  present  unsatisfactory  conditions  26,  31 

299 


300  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Page. 

Causes  for  Elimination  of  Cable   37 

Capacity  of  Tenninals  recommended   43 

Capitalization  C.  U.  T.  Co   103 

Cable  operation  limits  use  of  terminal  facilities   32 

Cable  Cars,  how  operated   33 

Cable,  objections  to  37,  38 

CaUe,  Elimination  recommended    39 

Cable  lines  transformed  into  Electric  Conduit  System   158 

Cable  Track,  cost  of  185,  186 

Car  Traffic,  impeded  by  Teams   49 

Cars,  Number  in  (^ration   32,  241 

Cars,  How  operated   .32,  241 

Cars,  How  to  route  ,   40 

Cars,  Type  reccMnmended  *.  40,  47 

Cars,  Double  track  desirable   47 

Cars,  Open  not  necessary    47 

Cars,  Single  track  advisable  for  short  lines.   47 

Cars,  Noncombustible  in  subways    48 


Chicago,  General  Plan  of  Street  Railways   23 

Chicago  Consolidated  Traction  Co. — 

Territory  served   28 

Ordinance  rights    28 

Track  mileage    295 

Chicago  City  Railway  Co. — 

Estimated  cost  to  reproduce  present  property  22,  196 

Estimated  value  of  present  property  22,  196 

Territory  served   27 

Cars,  how  operated   3^ 

Cost  to  abandon  Cable   40 

Track  Mileage,  Fig.  2,  Table  3  58,  59 

Track  Mileage  of  tracks  c(Mistructed   292 

Passengers  carried.  Table  5,  Fig.  4.  59»  61 

Rides  per  Capita  per  annum,  Table  6,  Fig.  5  63,  64 

Passengers  per  Mile  of  Track,  Table  7,  Fig.  6  65,  66 

Passenger  Receipts,  Table  8,  Fig.  7  66,  67 

Gross  Receipts  per  Mile  of  Track,  Table  9,  Fig.  8               .68,  70 

Miles  operated  per  Year,  Table  10,  Fig.  9  69,  70 

Miles  operated  per  Mile  of  Track  per  Year,  Table  11,  Fig.  10.70,  71 

Gross  Receipts  per  Mile  operated.  Table  12,  Fig.  ii.-  72,  73 

Operating  Statistics,  Table  16   100 

Payments  under  ordinances    loi 

Valuation  present  plant   196 

Value  expiring  grants  205,  227 

Value  unexpired  grants   •  205,  227 

Present  Routes  and  Cars  operated   255 

Terminal  Routes    260 

Points  at  which  transfers  are  issued  and  received   261 


INDEX 


301 


Page. 

Chicago  Union  Traction  Co. — 

Estimated  cost  to  reproduce  present  property  22,  200 

Estimated  value  of  present  property  22,  200 

Territory  served    ^7 

Cars,  how  operated    3^ 

Cost  to  abandon  Cable   4^ 

Track  Mileage,  Fig.  2,  Table  3  5^,  59 

Track  Mileage  of  tracks  constructed  293 

Passengers  carried.  Table  5,  Fig.  4  59> 

Rides  per  Capita  per  annum.  Table  6,  Fig.  5  63,  64 

Passengers  per  Mile  of  Track,  Table  7,  Fig.  6  65,  66 

Passenger  Receipts,  Table  8,  Fig.  7  66,  67 

Gross  Receipts  per  Mile  of  Track,  Table  9,  Fig.  8  68,  70 

Miles  operated  per  Year,  Table  10,  Fig.  9  69,  70 

•    Miles  operated  per  Mile  of  Track  per  Year,  Table  11,  Fig.  10.70,  71 

Gross  Receipts  per  Mile  operated.  Table  12,  Fig.  Ii  72,  73 

Operating  Statistics,  Table  17..   I«> 

Payments  under  ordinances   i^l 

Capitalization  and  Fixed  Charges  103,  104,  105 

Valuation  present  plant   200 

Value  expiring  grants  

Value  unexpired  grants   205,  229 

Present  Routes  and  Cars  operated  ..241,  250 

Terminal  Routes   ;  ^59 

Points  at  which  transfers  are  issued  and  received   271 

Contract  Authorized    7 

Contract  for  services,  Bion  J.  Arnold   9 

Committee,  members  of   ^2 

Committee,  consideration  shown  by    ^5 

Conclusions  summarized    ^ 

Conclusions  regarding  Rails  .  .^  

Comparison,  Growth  of  Chicago  and  Other  Cities   ©3 

Concrete  Road  Bed   i^i,  193 

Cost  of  unified  surface  and  subway  Street  Railway  system  19,  231 

Cost  of  Underground  donduit  System   20,  194 

Cost  of  Overhead  Trolley  System  20,  191 

Cost  of  Reproducing  present  plants  22,  196  to  204 

Cost  of  Track  Construction,  Cable  185,  186 

Cost  of  Track  Construction,  4j^-inch  Rail   187 

Cost  of  Track  Construction,  6-inch  Rail    188 

Cost  of  Trade  Construction,  7-inch  Rail    189 

Cost  of  Track  Construction,  9-inch  Rail    190 

Cost  of  Track  Construction,  Concrete  Beam   193 

Cost  of  Track  Construction,  Conduit   i94 

Cost  of  Overhead  Trolley  Construction    191 

Cost  of  Paving   •   '92 

Cost  of  New  System      231 

Cost  of  Subway  Plan  No.  i   233 


302  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Page. 

Cost  of  Subway  Plan  No.  2  236 

Conduit  system  feasible   20,  41,  156 

Conduit  system  district  desirable  20,  41 

Conduit  system,  Relative  Merits  •   41 

Conduit  system,  Cost   20,  194 

Conditions  governing  Street  Railway  Systems   23 

CcHigestion,  Causes  for      25 

Consc^idation  of  Management  solution  of  problem   26,  115 

Compensation,  Cash,  secondary  consideration   30 

CompensaticMi,  how  determined    99 

D 

Drainage  Canal,  Water  Power   14 

Drainage,  re-arrangement    142 

Dead  Tracks,  business  center,  Map  No.  i   41 

Delays  from  team  traffic  ^   48 

Deductions  drawn  from  Population  and  tra£&c  statistics.  82,  83 

Depots,  transferring  passengers    124 

Depreciation   182  to  204 

Discussion,  General,  on  Street  Railway  Systems   23 

Divisional  lines,  Effect  on  Chicago's  development   24 

Divisional  transportation  companies  protect  territory   25 

Divisional  operation  perpetuated    26 

Divisional  operation  eliminated   26,  30 

Double  Truck  Cars,  desirable   47 

E 

Earnings,  Future  estimated   ,  83,  98 

Earnings,  New  System   131 

Electric  underground  Conduit  system  20,  41,  156 

Electric  underground  Conduit  system,  cost  of  .20,  194 

Electric  underground  Conduit  system' prevents  electrolysis.   20 

Electric  underground  Conduit  system  desirable.   41 

Electric  underground  Conduit  system  feasible   157 

Electrolysis,  no  serious  difficulty   20,  160 

Electrolysis,  Conduit  system  prevents   .20,  161 

Electric  Wires  and  Cables  disposed  of .  .  .-   147 

Electric  Power,  lack  of  in  business  district  '   32 

Electric  Cars,  how  operated   32 

Elevated  Loop   22 

Elevated  Passengers  carried.  Table  13,  Fig.  12  ....74,  78 

Elevated,  desirable  to  incorporate  into  general  plan   118 

Estimates,  Future  Growth  Population  . . . . ;  ,  21,  83 

Estimates,  Future  Growth  Traffic   21,  83 

Estimates,  Cost  of  reproducing  present  plants  22,  196  to  204 

Estimates,  Present  value  of  existing  plants  22,  196  to  204 

Estimates,  Cable  Track  Construction  185,  186 

Estimates,  Track  Construction,  43/^-inch  Rail  , 


INDEX  303 

.Page. 

'  Estimates,  Track  Construction,  6-inch  Rail   '   188 

Estimates,  Track  Construction,  7-inch  Rail    189 

0  Estimates,  Track  Construction,  9-inch  Rail   190 

Estimates,  Track  Construction,  Concrete  Beam   I93 

Estimates,  Track  Construction,  Electric  Conduit   I94 

Estimates,  Overhead  Trolley  Ccmstruction   19^ 

Estimates,  Paving  192 

-Estimates,  Value  expiring  grants    205 

Estimates,  Value  unexpired  grants  205 

^         Estimates,  Cost  of  New  System  ^3^ 

Estimates,  Cost  of  Subways,  Plan  No.  i   233 

Estimates,  Cost  of  Subways,  Plan  No.  2  236 

V  F 

Fare,  One  in  city  limits  17,  26,  30,  107 

Fare,  One,  Company  could  afford  26,  107,  112 

#  Fare,  Multiplied,  causes  for  •  •  •  -25,  26 

Fare,  One,  how  accomplished  26,  27,  107 

Fixed  charges,  C.  U.  T.  Co   •  ^^3 

Figure    i.  Population  of  Chicago   5^ 

Figfure   2,  Track  Mileage  of  Chicago   58 

Figure   3,  Population  per  Mile  of  Track   60 

Figure   4,  Passengers  carried   61 

M          Figure    5,  Rides  per  Capita  per  Year    63 

Figure   6,  Passengers  per  Mile  of  Track   65 

Figure   7,  Passenger  Receipts   67 

Figure   8,  Gross  Receipts  per  Mile  of  Track   68 

Figure   9,  Car  Miles  operated  per  Year    69 

Figure  10,  Car  Miles  operated  per  Mile  of  Track  per  Year   71 

Figure  11,  Gross  Receipts  per  Mile  operated   73 

%           Figure  12,  Passengers  carried  on  Elevated    74 

Figure  13,  Passengers  carried  on  Surface  and  Elevated   75 

Figure  14,  Passengers  carried  on  Surface  and  Elevated   7^ 

Figures  15,  16,  17,  18,  Percentage  of  increase  in  population  and  pas- 

sengers  carried  on  Surface  and  Elevated  lines  77,  79,  80,  81 

Figure  19,  London,  population    85 

Figure  20,  London,  population    86 

^        Figure  21,  London,  Greater,  population    87 

Figure  22,  Paris,  population    88 

Figure  23,  Berlin,  population    89 

Figure  24,  Philadelphia,  population    90 

Figure  25,  New  York,  population    91 

Figure  26,  New  York,  Greater,  population    92 

^          Figure  27,  New  York,  Greater,  population    93 

•  Figure  28,  Population,  Gross  Receipts  and  Rides  per  Capita  74  cities  97 

Figure  29,  Philadelphia  Rail   173 

Figure  30,  Rail  recommended  for  Chicago   *   174 

•  Figure  31,  Asphalt  against  Rail    176 

Figures  32,  33,  34,  35,        Ra^l  Sections   177 


304  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Page. 

Figures  36,  37,  38,  39,  Girder  Rail  Sections   177 

Figure  40,  Full  Grooved  Rail    177 

Figures  41,  42,  Girder  Rail  Section   177 

Figure  43,  Brooklyn  Rail    177 

Figure  44,  Boston  Rail    177 

Figure  45,  New  York  Rail    177 

Figure  46,  Center-bearing  Rail    178 

Figure  47,  Partial  Section  Cable  Track   178 

Figure  48,  Partial  Section  Cable  Track    179 

Figure  49,  Minneapolis  &  St.  Paul  Construction   179 

Figure  50,  Concrete  Beam  Construction  recommended   180 

Fundamental  principles    119 

G 

Galleries  in  subways  for  underground  utilities.   17 

Grade  Crossings,  Eliminated,  Map  2   42 

Grade  Crossings,  Permitted,  Map  3   42 

Gas  Mains,  Rearrangement    146 

General  Discussion  of  Street  Railway  Systems   23 

General  Plans  of  Cities   23 

Grooved  Rails,  Design  recommended  20,  174 

Growth  of  Population  21,  83 

Growth  of  Traffic   21,  55  to  82 

Growth,  Comparison  with  other  cities   83 

H 

Headway  of  Cars  required   45 

I 

Inadequacy  of  present  terminals  and  service   31 

Impracticable  to  operate  more  cars  under  existing  conditions.  .31  to  37 

Immediate  Relief  planned   14 

Increase  Population  Chicago,  Table  2.   59 

Ideal  System  of  Transportation    115 

J 

Joint  use  of  Tracks,  temporary  solution  of  problems   26 

Joint  use  of  Tracks  for  terminals,  Map  3  42,  112,  259 

Joint  use  of  Tracks  for  through  Routing  of  cars  108,  259 

L 

Letter  of  Transmittal   13 

Loop,  Elevated   22 

TvOO])s,  Electric   32 

Loops,  Cable   32 

Loc^s,  Business  Center  terminals  reccmimended   40 


INDEX 


305 


Pag-e. 

Loops,  Suggested,  Map  2   42 

Loops,  Recommended,  Map  3   42 

Loops,  Capacity  of  recommended   43,  124 

Loops,  Hourly  Capacity   44,  124 

Loops,  Subway    120 

Loops,  Surface,  recommended    122 

London,  Eng.,  Population,  Fig.  19   85 

LcMidon,  Eng.,  Population,  Fig.  20.   86 

London,  Greater,  Population,  Fig.  21   87 

M 

Marine  traffic  considered   T  42,  43 

Maps,  Nos.  I  to  14,  inclusive,  in  supplement  separately  bound  

Mileage,  New  York  City   23 

Mileage,  San  Francisco   -   23 

Mileage,  St.  Louis    23 

Mileage,  Chicago,  Table  3,  Figure  2  58,  59 

Mileage,  New  System  130,  296 

Mileage,  C.  C.  Rv.  Co  202 

Mileage,  C.  U.  T.  Co   293 

Mileage,  C.  C.  T.  Co   295 

Miles  operated  per  Year,  Table  10,  Fig.  9  69,  70 

Miles  operated  per  Mile  of  Track  per  Year,  Table  11,  Fig.  10  70,  71 

N 

Navigation,  Tops  of  Tunnels  removed  19,  43 

New  York,  General  Plan  of  Street  Railways   23 

New  York,  Track  Mileage    23 

New  York,  Earnings    23 

New  York,  Population,  Fig.  25    91 

New  York,  Greater,  Population,  Fig.  26   92 

New  York,  Greater,  Population,  Fig.  27    93 

New  System  of  transportation   117 

New  System,  Results  obtained    120 

New  System,  Cost  of   129,  231 

New  System,  Earnings    131 

New  System,  Recommoided  Routes   256 

New  System,  Streets  on  which  to  construct  tracks   296 

New  System,  Mileage   297 

O 

One  large  city,  Chicago  should  be  26,  30,  107 

One  fare  in  city  limits  17,  26,  30,  107 

One  fare,  Companies  could  afford  21,  107,  112 

One  fare,  how  accomplished  26,  27 

Ownership,  Diversity  of  /  ^7 

Ownership,  Unification  recommended   26 


c 


m 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Page. 

Operations,  Chicago  City  Ry.  Co.,  Table  i6   loo 

Operations,  Chicago  Unicm  Tr.  Co.,  Table  17   100 

Operations,  two  companies  combined,  Table  18   loi 

Ordinance  Authorizing  Contract   7 

Ordinance  should  be  enacted  regulating  team  traffic   49 

Overhead  Trolley,  district  prohibited  20,  41 

Overhead  Trolley,  Objections  seesthetic  20,  41 

Overhead  Trolley,  Cost  of  20,  191 

Overhead  Trolley,  Relative  Merits   41 

Open  Cars,  not  necessary   47 

P 

Plans,  General  Plans  of  Cities   23 

Flans,  Numerous,  considered    14 

Plans,  Several  outlined    14 

Plans,  Recommended  for  immediate  relief  i4»  ^9 

Plans,  Rerouting  surface  terminals   19 

Plan  of  New  System  I9>  ^^7 

Passengers  carried  during  different  hours  of  day   43 

Passengers  to  be  handled  per  hour   44 

Passengers  carried.  Table  5,  Fig.  4  59»  61 

Passengers  carried  per  Mile  of  Track,  Table  7,  F^.  6  65,  66 

Passenger  Receipts,  Table  8,  Fig.  7                                     .66,  67 

Passenger  Receipts  per  Mile  of  Track,  Table  9,  Fig.  8  68,  70 

Passenger  Receipts  per  Mile  operated,  Table  12,  Fig.  11  72,  73 

Passengers  carried  on  Elevated,  Table  13,  Fig.  12                     -  74,  7^ 

P^issengers  carried  on  Surface  and  Elevated,  Table  14,  Figs.  13 

and  14   7S>  7^ 

Paris,  Peculation,  Fig.  22    88 

Payments  under  ordinances  by  Railway  Companies   102 

Paving,  Cost  of    192 

Plates,  I  to  15,  following  Index. 

Pittsburg,  General  Plan  of  Street  Railways   23 

Philadelphia,  Population,  Fig.  24   90 

Peculation,  Growth  of  21,  55 

Population,  Estimates,  future    21 

Population,  Effect  on  Street,  Railway  Earnings   24 

Population,  New  Centers   25 

Population,  Distribution  and  density,  Map  7   52 

Population,  Chicago,  Fig.  i.  Table  i  5^,  57 

Population,  Chicago,  bv  Divisions,  Table  2   57 

Population,  Chicago,  per  Mile  of  Track,  Table  4,  Fig.  3  59,  60 

Population,  London,  Fig.  19   85 

Population,  London,  Fig.  20   86 

Population,  Greater  London,  Fig.  21   87 

Population,  Paris,  Fig.  22    88 

Population,  Berlin,  Fig.  23    89 

Population,  Philadelphia,  Fig.  24   9^ 

Population,  New  York,  Fig.  25   9^ 


INDEX  m 

Page. 

Population,  Greater  New  York,  Fig.  26   92 

P<H>iilation,  Greater  New  York,  Fig.  27   93 

Property,  Value  of  existing  22,  196 

Property,  Cost  to  reproduce  22,  200 

Problems  to  be  solved   26 

Problems,  solution  of    26. 

R 

Rails,  Grooved  Type  recommended   20,  40,  169 

Rails,  Tram  Type  recommended  certain  districts  20,  40,  169 

Report,  transmitted    13 

Report,  summarized   17 

Report,  Underlying  ideas    3^ 

Relief,  Immediate,  planned   14 

Recommendations  summarized    17 

Recommendations  for  improvement  of  service  under  Divisional  own- 
ership  .  3L  39 

Recommendations  of  Tracks  to  be  built   52 

Recommendations  for  increasing  Capacity  of  Union  Elevated  Loops.  167 

Recommendations,  Type  of  Rail   180 

Regulation  of  team  traffic  needed  22,  48 

River  Tunnels  abandoned    15 

River  Tunnels,  Portions  retained   15 

River  Tunnels  Inadvisable  to  lower  for  surface  railway  use  18,  42 

Routes,  Through   17 

Routing,  Elasticity  curtailed   39,  47 

Routing,  Recommended   .40,  256 

Routing,  Present,  Map  4  45,  241 

Routing,  Recommended,  largely  eliminating  transfers,  Map  8   45 

Routing,  Affects  efficiency  of  service   47 

Routing,  Business  Center  System   123 

Routing,  Terminals  for  present  operating   259 

S 

San  Francisco,  Earnings    23 

San  Francisco,  Track  Mileage   23 

San  Francisco,  General  plan  of  Street  Railways....   23 

St.  Louis,  General  plan  of  Street  Railways   23 

St.  Louis,  Track  Mileage   23 

St.  Louis,  Earnings    23 

Statistics,  Deductions  drawn  82,  83 

Street  Railway  Systems,  General  discussion  and  conditions  govern- 
ing   23 

Speed,  Average    49 

Schedules  and  Average  Speed    49 

Schedules,  how  established   50 

Schedules,  how  maintained    50 

Streets  on  which  tracks  are  recommended  ,   52 


308  THE  CHICAGO  TRANSPORTATION  PROBLEM 


Streets,  New  System  296 

Sewers,  Rearrangement  142 

Single  fare  in  city  limits  .17,  26,  107 

Single  fare.  Companies  could  afford.  21,  30,  107'  112 

Single  fare,  how  accomplished   26,  27,  107 

Single  truck  Cars,  advisable  on  short  lines   47 

Summary  of  Conclusions   17 

Summary  of  Conclusions   Igg 

Surface  trucks,  not  eliminated   120 

Subways   ,  

Subways,  Plan  No.  i  to  131 

Subways,  Plan  No.  2  148  to  153 

Subways,  not  necessary  to  construct  all  at  once   18 

Subways,  Tunnels  retained  for  use   43 

Subways,  System  should  consist  of   116 

Subways,  Routes,  Map.  11   135 

Subways,  for  transferring  passengers  between  depots   124 

Subways,  Detailed  description    133 

Subways,  Ultimate  objects    134 

Subways,  Length  of  138^  234,  236 

Subways,  Constructional  features  138,  139 

Subways,  Dimensions   139 

Subways,  Method  of  Construction    140 

Subways,  Ventilation  and  Temperature   141 

Subways,  Drainage    142 

Subways,  Cost  of   148,  233,  236 

S)mopsis  of  Report    17 


T 

Transmittal,  Letter  of  

Transportation  Committee  

Tram  Rails,  District  to  be  retained  

Traffic,  Team,  needs  r^;ulation  

Traffic,  Growth  of   

Traffic,  Estimates,  Future   

Transportation  facilities,  best  possible  should  be  secured 
Transportation  facilities,  paramount  object  to  be  obtained 

Transportation  business.  Growth  of   

Transportation  business,  Estimates  for  future  

Transfers,  Use  compared  in  different  cities  

Transfers,  General  discussion   

Transfers,  Universal  use,  temporary  solution  of  problems 

Transfers,  Use  not  desirable  

Transfers,  Largely  eliminated,  Map  8  

Transfers,  Present  Use   

Transfers,  Misapprehension  regarding  

Transfers,  Traffic  in  

Transfers,  Use  in  subways  

Tracks,  Dead  and  used  in  business  center.  Map  No.  i  


...  13 

. ..  12 

,20,  169 

22,  48 

. ..  21 

. . .  21 

...  30 

...  41 

21,  62 

. . .  21 

. . .  23 

. ..  127 

...  26 

30,  52 

...  45 

50,  261 

...  51 

. . .  Ill 

. . .  126 

...  41 


INDEX 

^  Page. 

Tracks,  Widen  centers  for  use  of  large  cars   48 

^  Tracks,  Recommended  to  build   ^2 

Tracks,  Mileage,  Fig.  2  Table  3  5^,  59.  292  '/^'^,  ' 295,  296 

Irack  Kails  recommended   i(yg 

Track  Construction  recommended    i6q 

Team  Traffic,  Regulation  needed  V.V.22^  48 

Team^  Traffic,  Heavy  loads  affect  street  cars  '  48 

Terminal  facilities  inadequate   

^  Terminals,  Electric,  how  created  39 

Terminals,  In  business  center  recommended   '40  2«;g 

Terminals,  Suggested,  Map  2  *  .  '  42 

^  Terminals,  Recommended,  Map  3  •  .42,  259 

V         Terminals,  Capacity  of  Recommended        .4^]  124 

Terminals,  Hourly  capacity  of  Loops  44^  124 

Terminals,  Subway  Loops,  Map  11  120 

#  Table    i — Population  of  Chicago   57 

Table  2 — Population  of  Chicago  by  divisions   cy 

Table  3— Track  mileage  of  Chicago   [  59 

Table  4 — Population  per  mile  of  track  

Table   5 — Passengers  carried    ' 

Table  6— Rides  per  capita  per  year   64 

Table  7 — Passengers  per  mile  of  track  ]  [  66 

#  Table  8 — Passenger  receipts    55 

Table  9 — Gross  receipts  per  mile  of  track   70 

Table  10— Car  miles  operated  per  year   70 

Table  11 — Car  miles  operated  per  mile  of  track  per  year   70 

Table  12 — Gross  receipts  per  mile  operated  ^   72 

Table  13 — Passengers  carried  on  elevated  , .  78 

Table  14 — P^sengers  carried  on  surface  and  devated   78 

0          Table  is—Percentage  of  increase  in  population  and  passengers  car- 
ried on  surface  and  elevated   82 

Table  16— Operation  Chicago  City  Railway  Company     100 

Table  17— Operation  Chicago  Union  Traction  Company   100 

^         Table  18 — Operation  two  companies  combined   loi 

Table  19— Capitalization  and  fixed  charges  of  C.  U.  T.  Co.  !  103 

Table  20--Deducations  from  same   104 

^        Table  21— Summary  of  capitalization  and  fixed  charges! ! . . . 105 

Traveling  public,  Rights  not  protected   48 

Through  routes                                                             .17,  108 

Through  routes,  To  extend  privilege  of  one  fare                         !  27 

llirough  routes.  Recommended,  Map  3    42 

Trolley,  District  prdiibited  V.V.V.V.^o*  41 

Trolley,  Objections  aesAetic                                                on  aj 

•          Trolley,  Cost  of  V.V.V.V.V.'.V.  20 

Trolley,  Relative  Merits   .  j 

Tunnels,  Abandoned  .  .  iV  4^ 

#  Tunnels,  Portions  retained  .  .  .  .15,  19  4^ 

Tunnels,  Inadvisable  to  lower  for  surface  railway  use  ....... .  .'.18  42 

Tunnels,  Van  Buren  street   203 


310  THE  CHICAGO  TRANSPORTATION  PROBLEM 


U 

Underground  Conduit  System  .21,  41,  156 

Underground  Conduit  System,  Cost  of  .20,  194 

Underground  Qcmduit  System,  Relative  merits   41 

Underground  Conduit  System,  Feasible   156 

Underlying  Ideas  of  the  Report   30 

Unified  Surface  and  Subway  Street  Railway  System,  Plan  of  ...  .19,  115 

Unification  of  Ownership,  Solution  of  problem  26,  115 

Universal  Transfers,  Temporary  solution  of  problem   26 

Universal  Transfers  to  Accomplish  the  Privil^e  of  One  Fare   109 

Union  Elevated  Loop  22,  162 

Union  Elevated  Loop,  Ultimate  capacity   162 

Union  Elevated  Loop,  Capacity  limited  by  station  platforms   163 

Union  Elevated  Loop,  Suggesticms  for  increasing  capacity   164 

Union  Elevated  Loop,  Ccmclusions   167 

Unit  Price  Estimates  182  to  195 

Unit  Price  Estimates,  Cable  Track   185,  186 

Unit  Price  Estimates,  Four  and  one-half -inch  rail.   187 

Unit  Price  Estimates,  Six-inch  rail   188 

Unit  Price  Estimates,  Seven-inch  rail   189 

Unit  Price  Estimates,  Nine-inch  rail   190 

Unit  Price  Estimates,  Concrete  beam   193 

Unit  Price  Estimates,  Electric  conduit   194 

Unit  Price  Estimates,  Overhead  trolley   191 

Unit  Price  Estimates,  Paving   192 

V 

Value  of  Existing  Plants  21,  182  to  206 

Valuation,  C.  C.  Ry.  Co.  plant   196 

Valuation,  C.  U.  T.  Co.  plant   200 

Valuation  of  Lines  Under  Expirmg  Grants   205 

W 

Water  Povver  from  Drainage  Canal  =   14 

Water  Pipe  System,  Rearrangement   14.'' 


TYPICAI*  CROSS-SECTION  BETWEEN 

STATIONS 

FOR 

PROPOSED  STREET  RAILWAY  SUBWAY 

OVSR  LARGE  TUNNIL  OF  ILLINOIS  TBLBPHONE  AND  TELEGRAPH  OO 

ON    STRBBT  PSBT  m0« 

MOOWPANVIM  TM«   MMNT  OP  MON   4*  ARNOLD 

TO  TMB 

LOCAL   TRANSPORTATION   OOMMITTKK    OP  THB 
CITY    COUNCIL   OP   THB  OITV   OP  CMWAOO 

i»oa 


fti^f*  /enr/  Sitwrr 


PX.ATB  No.  2. 

TYPICAXr  CROSS  SECTION 
BETWEEN  STATIONS 

FOR 

PROPOSED  STREET  RAILWAY  SUBWAY 

OVSR  SMALL  TUNNBL  OP  ILLINOIS  TSLSPNONB  *  TSLSailAPH  OO. 

ON  SmaBT   Ctt  l»T.  WIOK 
AOOOWPAMVIM*    TN«    RBPORT    OP    SION    J.  MUIOLO 

TO  TN« 

LOOAL  TWWOPOWT«TM>W  OOMMITTSa 

OF  THE 

CITY  COUNCIL   OP    THB   OITV   OP  OMIOAOO 

1»0« 


Cltij  Daturn 


Plate  No.  3 

TYPICAL  CROSS-SECTION  THROUGH  STATION 

FOR 

PROPOSED  STREET  RAILWAY  SUBWAY 

A«eOMPANViNQ   THK    RKi^ONT  OF   BiON  J«  ARNOLD 

TO  THB 

IMAL   TUMMf^TATIOM  OOMMirTSB 
OP  THB 

eiTv  eeuMii.  or  thk  oitv  op  onioaoo 

1902 


.a. 


Pi.A.rK  No.  3 


TYPICAL  CROSS-SECTION  THROUGH  STATION 

FOR 

PROPOSED  STREET  RAILWAY  SUBWAY 

M«0«MHVfN«  rmm  iiaFOiir  om  MON  4*  ARMLP 

TO  THE 

I.OOAL    TRANa^ORTATION  OOMMITTBI 

Of  rmm 

oirv  oowMOtL  OP  rmm  eirv  op  omioaoo 


Platb  No.  4 
TYPICAI,  PLAN  OF 
DOUBLE  TRACK  SUBWAY  STATION 
With  Emtrancbs  on  Subway  Strebt. 
aeoommmviihi  tnb  rbport  of  mom  u.  arnold 

TO  THE  LOCAL   TR ANapoRTATION   OOMMITTSa    OP  THB 

OITr  OOUNCIL  OF  THB  OITV  OF  OHIOA«0. 
100S 


Plate  No.  S 
TYPICAL  PLAN 
OF 

SINGLE  TRACK  SUBWAY  STATION 
With  Bntkancbs  ok  Iht«k8ectiho  Strbbt. 

AOOOMMMVMt*  rnm  hvvort  op  MOM  4.  AllllOU> 

TO  THE 

LOCAL   TKAHOPORTATIOM  OOMMITTBB 


•iTY  oeuMOM.  or  THE  ciTv  om  omiomo 
100* 


Platb  No.  6. 

TYPICAL  LONGITUDINAL  SECTION  THROUGH  ! 

STATION 

FOR  PROPOSED  STREET  RAILWAY  SUBWAY 

ACCOMPANYING  THE  REPORT  OF  BION  «|.  ARNOLD 

TO  mm 

LOCAL  TlliMSMIITATION  OOMMITTU 

Oi*  THM 

CITY  COUNCIL  OP  THB  CITY   OP  CHICAGO 

IMS 


I 


Platb  No.  8 

PLAN 

SH()WIN(; 

METHOD  of  PASSING  ELECTRIC  CABLES 

UNDER 

SUBWAY  STATION  PLATFORMS 

AOOOM^AMYIfM  TNS   RIPORt  OF  BKM  4.  AIMIOLO 

TO  TH« 

fcOOAl.   TMANS^ONTATION  eOMMirr«« 
OP  TNB 

OITV  OOVMOtL   Of  TNS  OtTV   Of  OMWAttO 


I 


I 


/ 


Platk  No.  9 

TYPICALr  SECTION 
SHOWING 

STATIONS  AT  INTERSECTION 

OF 

HIGH  AND  LOW  LrEVELr  SUBWAYS 

AOOOMMMTIM*  r*f«  mmPWKT  OP 

TO    T  MB 

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OP  TMa 

eiTT  oottMK  mm  tmb  eiTv  or  •Nie**e. 


Ff^ilnr  Yoke 


is 

1^ 


Plate  No.  10 

PROPOSED 
ELECTRIC  CONDUIT  R'Y 

AOOOMPANVINO    THE    REPORT  OF 

MOM  «|.  ARNOLO 

TO  TMC 

UMAL  raANSPORTATlOM  •OMMITTBB 

Or>  THB 

OITV  eOUMOIL  OP  THKOITY  OP  OHIOAttO 

1»0C 


Platb  No.  11 

PROPOSED  ELECTRIC  CONDUIT  R'Y 

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LOOAL  TMnaroirrATiON  ooMMirrra 

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4- 


COLUMBIA  UNIVERSITY  LIBRARIES 

nils  book  ii  duo  onfho  dato  Indleotod  bolour,  orit  tbo 
oxpiimtloii  of  A  doflnlto  period  after  the  date  of  borrowing,  as 
provided  by  the  library  mlea  or  bgr  apoelal  arrangOBMiil  wlOi 
llio  Lftrartaa  in  obarge. 


OATKDUS 

OATc  ■etmowsD 

BATS  BUB 

ca«(n40)  tooM 

D540 


D540 


Arnoldj  Bion  Joseph 


Ar655 


Report  on  the  engineering  and 
operating  features  of  the  Chicago 

aQajaytAt.lon  problem. 


LI 


COLUMBIA  UNIVERSITY  LIBRARIES 


0044269072 


IS61  9 


